Shipping & the Environment II From Regional to Global Perspectives

Gothenburg, Sweden, 4-6 September 2019

BOOK OF ABSTRACTS

Symposium on Scenarios and Policy Options for Sustainable Shipping

Jana Moldanová (IVL)

Markus Helavuori (HELCOM secretariat)

Conveners:

KEYNOTE POL

Shipping and environment: Science and Policy for Insight and Discovery

James J. Corbett1

1University of Delaware, Newark, Delaware, United States

Keywords: shipping, environment, technology, policy, science, decision making

Introduction Shipping is engaged in the most dramatic long-

term transition since the introduction of the marine

diesel engine. Logistics supply chains are adapting in

ways similar to the emergence of containerized cargo

transport. Similar to other major periods of innovation

in shipping, this transformation in shipping requires

new discoveries, bold ideas, and diverse collaboration.

And, similar to the emerging age of steam ships, age

of oil powered ships, age of containerization, industry

leaders are variously pursuing and resisting these

changes. The most notable characteristic of this

transition in shipping is its motivation: a new

commitment to energy conservation is coupled with

broad ambitions for environmental stewardship.

What we can expect Shipping will use different energy and power

systems, move goods with new vessel sizes in

alternative feeder and hub port configurations, and

may incorporate common onboard treatment systems

for better, safer environmental performance. Energy

costs are increasing as ships adopt cleaner fuels.

Operating ships are becoming more complex through

the combined effects of discharge limits and increased

automation. Safe navigation requires careful steering

in all weather, plus onboard monitoring and treatment,

plus attention to hull conditions, plus avoidance of

protected species along traditional routes.

What may surprise us When fuel requirements change, fuel prices

change the balance of factors determining fleets

design and service. These changes will necessarily

modify our understanding of the “current” or “typical”

fleet of ships. And new policies may define special

areas or conditions of operation that require updating

our understanding of energy and emission rates,

speeds, discharge frequencies.

The newest low-carbon ships may be quieter.

Low-noise ships may be larger or seem to require very

smooth hull with advanced coatings. Changing

aerosol effects may modify sunlight needed for

productivity of phytoplankton. Treatment to avoid

invasive species transport could require new fuels, or

increase the risk of harmful chemical effluent

discharge.

Why these meetings matter We are a part of this transition in shipping.

Scientific discoveries reveal that ship technologies

impact biotic systems by impacting air quality, our

water quality, ambient noise, sediment quality. We

know that these impacts are episodically catastrophic,

and contribute to chronic impacts. Technology

research quantifies both the magnitude of insult that

ships impose, and the potential to engineer abatement

while moving more and more cargo through our

economy. Economic and legal studies conceive of

new strategies to influence assumed motivations for

better stewardship across fleets and among ports.

As shipping changes on its own, the science of

understanding shipping and environment must evolve.

Scientific understanding of shipping impacts and

effects on our diverse marine and coastal

environments will change - advance. These new

discoveries will inform fresh decisions about the safe

and needed environmental stewardship by ships.

KEYNOTE POL

From a Recognized Regional Problem to the Global Solution with

Scientific Assistance

Anita Mäkninen1

1Finnish Transport and Communications Agency, FI

KEYNOTE POL

Ship Emissions Control Policymaking: Lessons from Hong Kong

Simon K.W. Ng1

1Business Environment Council, 77 Tat Chee Avenue, Kowloon Tong, Hong Kong

Keywords: evidence-based policymaking, emission reduction, non-state players, regional collaboration

Introduction On 1 July 2015, a landmark legislation came

into effect that mandates all ocean-going vessels

calling at Hong Kong to use marine fuel with sulphur

content not exceeding 0.5 per cent while at berth,

replacing heavy fuel oil, commonly known as bunker

fuel. By the Environmental Protection Department’s

estimation, this switch will enable Hong Kong to

reduce its total sulphur dioxide (SO2) and particulate

matter (PM) emissions by 12 per cent and 6 per cent,

respectively. The reductions will be even greater at the

main berthing locations – the container terminals in

Kwai Chung and Tsing Yi – reaching over 70 per cent.

This has been arguably the most significant and

effective policy intervention to reduce air pollution

from local sources since 1990, cementing Hong

Kong’s position as one of the leading cities in ship-

emission control and a pioneer in Asia.

Discussions The legislation was the culmination of 10 years

of collaborative efforts involving the Government of

the Hong Kong Special Administrative Region (the

government), the shipping industry, academia, and

civil society. Civic Exchange, a Hong Kong-based

think tank, played multiple roles throughout the

process: it was an advocate and a leader in ship-

emission scientific research, an intermediary in

sharing international best practices on emission

control, and a strategist who engaged with different

stakeholders to build partnerships and facilitated the

dialogue between the shipping industry and the

government. All parties contributed to the

government’s policy and strategy on ship-emission

control.

Conclusions Lessons learned from Hong Kong include the

importance of scientific research that served as the

foundation of evidence-based policymaking, the role

of non-state players such as the private sector and non-

governmental organisations in driving change before

government regulations, and the sharing of the Hong

Kong experience with the rest of the world, and

notably with mainland China, that inspired similar

ship emissions control policy outside Hong Kong.

The author would like to acknowledge all the

collaborators from the shipping industry, various

government agencies, the academia and other

individuals, based in Hong Kong and in other

countries, who played a part in this incredible journey.

The author is also grateful to all the funders who were

both generous and patient in supporting all the

research projects and engagement works that had led

to far-reaching implications to Hong Kong’s air

quality and public health improvement.

POL-O-01

Economic evaluation of the impacts of shipping

Erik Ytreberg1, Stefan Åström2 and Erik Fridell2

1Chalmers University of Technology 2IVL Swedish Environmental Research Institute

Abstract

The activities that utilize the marine environment are today many, ranging from oil and

natural gas extraction, to fishing and aquaculture to renewable energy installations and finally

shipping and leisure boating. Thus, there is a need to understand the pressures and impacts

from the different sectors on the marine environment to ensure sustainable use of marine

resources. Although shipping emission impacts on air quality are relatively well established,

the knowledge base is not the same for impacts on the marine environment and a coherent

environmental impact assessment of shipping has not yet been made. This risk policies to be

biased towards air pollution whilst trading off impacts on marine environments. Therefore, it

is important that we gain a better understanding on how shipping and other sectors affect

marine ecosystems, as the pressure on marine resources and the demand for marine ecosystem

services in many marine water bodies are too high. The aim of this study was to develop a

framework to determine how different pressures from shipping affect ecosystem services and

human health, with an emphasis on marine environment due to larger knowledge gaps in this

area. The framework was also used for economic evaluation of the impacts of shipping on

human health, ecosystem quality and resilience in society. A preliminary valuation of the

impacts of shipping will be presented at the conference.

The potential of ammonia as marine fuel – an initial assessment

J. Hansson1,2, S. Brynolf2, E. Fridell1 and M. Lehtveer2

1IVL Swedish Environmental Research Institute, SE-400 14 Göteborg, Sweden

2Department of Mechanics and Maritime Sciences, Maritime Environmental Sciences or Department of Space,

Earth and Environment, Energy Technology Chalmers University of Technology, SE-412 96 Göteborg, Sweden

Keywords: Shipping, Alternative fuels, Ammonia, Multi-criteria decision making

Introduction To reduce the climate impact of shipping the

introduction of alternative fuels is required. There is a

range of different fuel options with different

characteristics. There is a need for more knowledge on

alternative marine fuels, in particular for fuels that are

discussed internationally but not yet introduced for

shipping. Ammonia (which is a carbon free

compound) represents one such fuel that has received

a lot of attention in recent evaluations of marine fuels

(Kirstein 2018; Lloyds Register, 2017; CSR

Netherlands 2017). The overall aim of this pre-study

is to assess the potential of ammonia as an alternative

fuel for the shipping sector based on a comparison

with other marine fuel options.

Methods The prospects for ammonia as fuel for the

shipping sector is assessed by applying a multi-criteria

decision analysis (MCDA) approach that is based on

the estimated fuel performance and on input from a

panel of maritime stakeholders. The MCDA cover ten

economic, environmental, technical, and social

aspects. An initial assessment of the cost-effectiveness

of ammonia compared to other alternative marine

fuels for reaching global climate targets is also

performed using energy systems modelling with the

Global Energy Transition Model (Lehtveer et al.,

2019). Initially a literature review on ammonia

covering e.g., production routes, costs, and

environmental impact is performed.

Ammonia can be used in both internal

combustion engines (ICEs) and fuel cells (FCs). It can

be used as a fuel or as a hydrogen carrier by

decomposition into nitrogen and hydrogen in a

reformer in the propulsion system, and then using

hydrogen as fuel.

Conclusions No specific testing of ammonia in marine ICEs

have been found. Fuel cell technology for marine

purposes and with different fuels has been tested in

several studies for onboard operation of different sea

vessels. However, it seems like ammonia has not yet

been tested in marine FC applications. Therefore,

there is a lack of data on emissions, power demand,

scalability etc. related to ammonia as marine fuel.

Preliminary findings from the MCDA indicate

that ammonia in fuel cells may be at least as interesting

for shipping related stakeholders as various biomass-

based fuels (Figure 1).

Preliminary findings from the energy systems

modelling indicate that the use of oil based marine

fuels decreases and in the short-term natural gas-based

fuels as LNG and methanol represent cost-effective

fuel choices. However, in the long-term ammonia,

biofuels and hydrogen all seem to represent potential

cost-effective fuel choices depending on assumptions

made.

Figure 1. Preliminary ranking of alternative marine

fuels. The highest ranked fuel is assigned “1”; the

other fuels are expressed relative to the top choice.

NH3: ammonia, HVO: hydrotreated vegetable oil,

H2: hydrogen, MeOH: methanol, LBG: liquefied

biogas, LNG: liquefied natural gas, Elec: renewable

electricity, NG: natural gas, and Bio: biomass.

We gratefully acknowledge financial support from

Swedish Transport Administration's industry program

Sustainable shipping led by the Swedish Maritime

Competence Centre (Lighthouse) and the Nordic

Energy Research via the Shift (Sustainable Horizons

for Transport)-project.

CSR Netherlands (MVO Nederland), (2017). Ship

2040: Pioneers of the Maritime Sector. Report

Kirstein, L., Halim, R., & Merk, O. (2018).

Decarbonising Maritime Transport - Pathways to

zero-carbon shipping by 2035. OECD

International Transport Forum. Report

Lloyds Register (2017). Zero-emission Vessels 2030.

How do we get there? Report

M. Lehtveer, M., Brynolf, S., & Grahn, M. (2019).

Environmental Science & Technology, 53(3)

1690-1697.

1.00

0.80

0.82

0.82

0.81

0.90

0.83

0.85

0.88

0.72

0.75

0.00 0.20 0.40 0.60 0.80 1.00 1.20

LNG ICE

LBG ICE

NG-MeOH…

Bio-MeOH…

NG-H2 FC

Elec-H2 FC

HVO ICE

NG-NH3 FC

Elec-NH3 FC

NG-NH3 ICE

Elec-NH3 ICE

Ranking of alternative marine fuels (Base case)

POL-O-03

Environmental impact assessment of operational shipping in the Baltic Sea region

Jana Moldanová1

1IVL Swedish Environmental Research Institute, SE-400 14 Göteborg, Sweden

POL-O-04

Compliance and port air quality features with respect to ship fuel switching regulation:

a field observation campaign, SEISO-Bohai

Yanni Zhang1,2, Fanyuan Deng1,2, Hanyang Man1,2, Mingliang Fu1,2,3, Zhaofeng Lv1,2, Qian Xiao1,2, Xinxin Jin1,2,

Shuai Liu1,2, Kebin He1,2, and Huan Liu1,2

1State Key Joint Laboratory of ESPC, School of Environment, Tsinghua University, Beijing 100084, China 2State Environmental Protection Key Laboratory of Sources and Control of Air Pollution Complex, Beijing,

100084, China 3State Key Laboratory of Environmental Criteria and Risk Assessment (SKLECRA), Chinese Research

Academy of Environmental Sciences, Beijing, 100012, China

Keywords: ship fuel regulation, in situ measurement, air quality

Introduction As global commerce expands, ocean-going

vessels consume more fuels – generally low-quality

residual fuels containing high concentrations of sulfur

and heavy metals (Lack et al., 2011) – which differ

greatly from inland fuel usage. In China, the average

sulfur content of marine fuel (average SF) was 2.43%

(by mass, i.e., 24 300 ppm) before regulation (Liu et

al., 2016), much higher than the sulfur content

restriction of 10 ppm that was applied to inland fuels (Chinese national standards GB 19147-2013 and GB

17930-2013). This makes ships one of the prominent

contributors of pollutant emissions in major port cities

of China. In 2015, China promulgated the

implementation of the ship emission control area in

the Pearl River Delta, the Yangtze River Delta and the

Bohai Rim (Beijing–Tianjin–Hebei area), designing

three DECAs with phased SF requirements. Since 1

January 2017, ships berthed at the core ports of three

designated “domestic emission control areas”

(DECAs) in China should be using fuel with a sulfur

content less than or equal to 0.5%.

Methods To evaluate the impacts of fuel switching, a

measurement campaign was conducted from 28

December 2016 to 15 January 2017 at Jingtang

Harbor, an area within the seventh busiest port in the

world. This campaign included meteorological

monitoring, pollutant monitoring, aerosol sampling

and fuel sampling.

Conclusions During the campaign, 16 ship plumes were

captured by the on-shore measurement site, and 4

plumes indicated the usage of high-sulfur fuel. The

average reduction of the mean ∆NOx/∆SO2 ratio from

high-sulfur plumes (3.26) before 1 January to low-

sulfur plumes (12.97) after 1 January shows a direct

SO2 emission reduction of 75%, consistent with the

sulfur content reduction (79%). The gas and particle

pollutants in the ambient air exhibited clear and

effective improvements due to the implementation of

low-sulfur fuel. Comparison with the prevailing

atmospheric conditions and a wind map of SO2

variation concluded a prompt SO2 reduction of 70% in

ambient air after fuel switching. Based on the

enrichment factors of elements in PM2.5, vanadium

was identified as a marker of residual fuel ship

emissions, decreasing significantly by 97.1% from

309.9 ngm−3 before fuel switching to 9.1 ngm−3 after

regulation, which indicated a crucial improvement due

to the implementation of low-sulfur fuels. The results

from this study report the positive impact of fuel

switching on the air quality in the study region and

indicate a new method for identifying the ship fuel

type used by vessels in the area.

Figure 1. Molar ∆NOx/∆SO2 ratios of all 16 ship

plumes.

Lack, D. A., Cappa, C. D., Langridge, J., Bahreini, R.,

Buffaloe, G., Brock, C., Cerully, K., Coffman, D.,

Hayden, K., Holloway, J., Lerner, B., Massoli, P.,

Li, S.-M., McLaren, R., Middlebrook, A. M.,

Moore, R., Nenes, A., Nuaaman, I., Onasch, T. B.,

Peischl, J., Perring, A., Quinn, P. K., Ryerson, T.,

Schwartz, J. P., Spackman, R., Wofsy, S. C.,

Worsnop, D., Xiang, B., and Williams, E. (2011).

Environ. Sci. Technol., 45, 9052–9060,

Liu, H., Fu, M. L., Jin, X. X., Shang, Y., Shindell, D.,

Faluvegi, G., Shindell, C., and He, K. B. (2016).

Nat. Clim. Change, 6, 1037–1041.

POL-O-05

Presentation of the project SCIPPER

Erik Fridell1

1IVL Swedish Environmental Research Institute, SE-400 14 Göteborg, Sweden

Emissions and Abatement Measures

Johan Mellqvist (Chalmers University of Technology)

Erik Fridell (IVL)

Conveners:

KEYNOTE EAM

Weathering Behaviour and Oil Spill Response Options for "New Generation" of Low

Sulphur Marine Fuel Oils

P.S. Daling1, K.R. Sørheim1, K. C. Hellstrøm 1 and S. Berger2

1SINTEF Ocean, Brattørkaia 17 C , N-7465, Trondheim, Norway

2Norwegian Coastal Administration (NCA), N-6025 Ålesund, Norway

Keywords: Marine fuel oils, weathering properties, toxicity, effectiveness of response techniques

Introduction Present changes in IMO regulations

(MARPOL Annex VI) for marine fuels in "Sulphur

Emission Control Areas" (SECA-zones) have resulted

in a switch into "new generations" of fuel oils,

developed in order to meet the new requirements for

Sulphur emissions to the air. Furthermore, other new

technologies will influence shipping in the future, i.e.

lead to changes in the propulsion technology, and

hence to changes in the environmental risks emerging

from adverse ship incidents. Facing the 2020 global

Sulphur cap and other regulations further new

products are expected to enter the fuel markets and

gain importance.

The Norwegian Coastal Administration and

SINTEF Ocean have started to investigate the

properties of some of the new fuel types regarding oil

spill response. Oil spill contingency targeting bunker

fuels has so far been mainly focused on

countermeasures to spills of traditional heavy fuel oil

(HFO of various IFO-grades). Knowledge of

physical and chemical properties and weathering

behavior of oil is crucial for environmental risk

assessment and for a knowledge-based response to

mitigate the effects in the unfortunate event of an oil

spill.

Also new bans against carrying heavy fuel oils

in certain areas around Svalbard in the Barents Sea,

have contributed to a shift in fuel demand from heavier

fuels to diesel oils with DMA-quality.

.

Methods – Experimental The weathering properties of five different

diesel fuels (DMA-quality) and 3 different "new

generation" of low Sulphur marine fuels (ULSFO) of

various qualities have been investigated in SINTEF

Oil Spill Laboratories. These products have been

tested with respect to weathering behaviour and

properties relevant for potential response operations in

Nordic and Arctic temperatures (sea temperature 2-13

°C), included:

• Physical-chemical properties at different

weathering stages

• Emulsifying properties

• Dispersibility (natural and dispersant

enhanced)

• Water accommodated fraction (WAF) and

toxicity

• Ignitability (potential for in-situ burning)

The ULSFO fuels have also been tested in Norwegian

Coastal Administration's (NCA) 7 x 30 m saltwater

test basin facilities, for recovery efficacy using

different skimmer systems.

Conclusions - References The main findings from this laboratory study

and the testing at the NCA test basin facility will be

presented from an operation viewpoint, that provide

useful results to response planning and decision-

making during spill incidents.

The study was funded by and performed in

cooperation with the NCA.

References to Recent characterisation studies

of LSFO marine fuels performed at SINTEF:

• Faksness, L-G., and Altin, D. 2017: WAF

and toxicity testing of diesel and hybrid oil.

SINTEF report OC2017-A122

• Hellstøm, K.C, Daling P.S, Brönner U,

Sørheim, K.R, Johnsen M., Leirvik, F

(2017): Memo Report. SINTEF OC2017-

A12 . Collection of project memos from an

extensive laboratory study on weathering

properties of marine fuel oils.

• Hellstrøm, K.C 2017: Weathering Properties

and Toxicity of Marine Fuel Oils. Summary

report. SINTEF OC2017-A124, Unrestricted

The reports are also available at the NCA web. Site:

https://www.kystverket.no/Beredskap/forskning-og-

utvikling/diesel--og-hybridoljer/forskningsresultater/

KEYNOTE EAM

Compliance monitoring in California and US

A. C. Barber1, J. Mellqvist2

1California Air Resource Board, USA

2Chalmers University of Technology, SE

EAM-O-01

Emissions of gases and particles from ships observed by remote measurements from

fixed and airborne platforms in the Baltic sea and North Sea

J. Mellqvist1 and V. Conde1 and J. Becken1

1Space, Earth and Environment, Chalmers University of technology,

Hörsalsvägen 11, 41296 , Göteborg, Sweden

Keywords: emission factors, shipping, gases, particles, EnviSum, CompMon

Introduction Chalmers University of Technology has

carried out emission factor measurements of gases and

particles from ships in real traffic as part of the EU-

projects Envisum (https://blogit.utu.fi/envisum/) and

CompMon (http://compmon.eu/). In addition

measurements have been carried out on the behalf of

the Danish EPA, the Swedish Transport Agency and

South Coast Air Quality Management District. The

objective of the EnviSum project was to evaluate ship

emissions in the sulphur emission control area (SECA)

in the Baltic Sea and to evaluate how it improves air

quality and health. This project, running between 2016

and 2019, included partners from Norway, Denmark,

Sweden, Finland, Estonia and Poland. Chalmers

carried out measurements from the Älvsborg site in

the ship channel of Göteborg and the Great Belt

bridge. In 2017 an airborne field campaign was carried

out in the middle of the Baltic sea and a field study in

Gdansk. In September 2018 a field study was carried

out in St Petersburg. The CompMon project, running

between 2014 and 2016, was aimed at developing and

demonstrating techniques for compliance monitoring

of ships with respect to the usage of low sulphur fuel,

as required in the SECA. The project included partners

from Belgium, Finland, the Netherlands and Sweden

and associated partners from Denmark and Germany.

Chalmers carried out measurements from the

Älvsborg site in Göteborg, the Öresund bridge and

from an aircraft flying at the SECA border in the

English channel.

In this paper we will briefly describe the methods,

show results from the various measurements and

comparison to modelling. This will include sulphur

compliance levels in the Baltic Sea and English

Channel, ship specific emission factor data of particles

and NOx.

Methods The data are primarily obtained with “in-situ”

sniffer technique for SO2, NOx, CO2 and particulates

(Beecken et al. 2014). The measured particle

properties correspond to particulate number,

particulate mass and black carbon (BC). In addition,

for the compliance monitoring optical airborne

measurements of SO2 and NO2 are carried out to

identify ships which are running on high sulphur fuel)

(Berg et al. 2012). The measurements at the fixed sites

are automatic and connected to an AIS receiver

(Automatic Identification System) and a wind

measurement station which are used for the

identification of bypassing ships. The airborne

measurements are carried out from a Navajo Piper

aircraft located in Roskilde Denmark and which is

certified to carry the sniffer and optical equipment. To

estimate the amount of pollutant per kg of fuel, the

ratio of the pollutants against CO2 is measured across

the ship plumes. These data are used for checking

compliance levels with respect to fuel sulphur content

and to validate ship emission models (Jalkanen et al.

2009).

Conclusions Ship specific emission factors of sulphur, NOx,

particulate matter, particulate number and black

carbon have been measured in harbours and open sea

of several thousand ships. A special emphasis has been

made to evaluate the performance of abatement

equipment and the environmental efficiency of

running alternative fuels (scrubber, SCR, LNG,

methanol). Forinstance in the measurements we have

observed several ships equipped with malfunctioning

scrubbers. Around Denmark, southern Baltic and

North Sea there was in general good compliance rates

with respect to using low sulphur fuel. For instance,

the compliance rate in Göteborg and Gdynia was 98%

while somewhat worse in St Petersburg, 95-97 %. In

the middle of Baltic Sea the compliance rate was 94

%, which is comparable to measurements around

Denmark and better than at the SECA border (87%).

Beecken, J., Mellqvist, J., Salo, K.; Ekholm, J. and

Jalkanen, J.-P. (2014). Atmos. Meas. Tech. 7,

1957–1968

Berg, N.; Mellqvist, J. et al. (2012), Atmos. Meas.

Tech., 2012, 5, 1–14

Jalkanen, J.-P. et al. (2009), Atmospheric Chemistry

and Physics, 9, 9209-9223

Mellqvist et al. (2017b) Fixed remote surveillance of

fuel sulfur content in ships from fixed sites in

Göteborg ship channel and O resund bridge,

CompMon final report to European Commission,

DOI: 10.17196/CompMon.001 ,

http://dx.doi.org/10.17196/CompMon.001

EAM-O-02

Airborne Marpol Annex VI Monitoring in Belgium

W. Van Roy1

1OD Nature, Scientific Service MUMM, Royal Belgian Institute of Natural Sciences, Brussel, 1000, Belgium

Keywords: Airborne ship emission monitoring, sniffer,

Introduction The Scientific service MUMM of the Royal

Belgian institute is responsible for the airborne

monitoring of the Belgian North Sea area since 1991.

MUMM is recognized by the Belgian law as a legal

authority for the enforcement of IMO Marpol

regulations, including Marpol Annex I, II, V and VI.

In 2015 RBINS started with the airborne Marpol

Annex VI compliance monitoring in the framework of

the CompMon Project (EU CEF project). The

operations are still ongoing and will be continued at

least until 2022.

Methods Airborne measurements have been carried out

over the Belgian and neighbouring waters with a

“sniffer sensor” (developed by Chalmers University)

installed in the Belgian Coastguard aircraft, a Britten

Norman Islander operated by RBINS. The sniffer

sensor is based on a combination of an IR radiometer

for the measurement of CO2 concentrations and a UV

fluorescence instrument for the measurement of SO2

concentrations in an airflow provided through a probe

installed on the aircraft body. These rapid high

sensitivity sensors measure very low gas

concentrations (parts per billion and parts per million,

respectively). The measurement procedures require an

in-situ measurement of the ship exhaust plume at low

altitude, a detailed flight set of standard operational

procedures has been developed during the CompMon

project.

Conclusions The RBINS has been monitoring ship

emissions from 2015 onwards, in the total period from

2015-2018, 321 flight hours have been dedicated to

Marpol Annex VI monitoring, in total 3359 ships have

been monitored (of which 2328 individual ships). The

number of measured ships per hour is significantly

increased since 2015 from an average of 9 ships per

hour in 2015 to 13.7 ships per hour in 2018.

The number of non-compliant ships is

reasonably low, from 2015 to 2018 316 ships have

been observed with a FSC higher than 0.15% (9.4% of

observed ships) , 202 ships have been observed with a

FSC higher than 0.2% (6% of observed ships) and 72

ships have been observed with a FSC higher than 0.4%

(2.1% of observed ships).

Figure 1 FSC distribution over time of the airborne

measurements, with monthly average.

A comparison has been made with the fuel sample

analysis FSC measurements in Belgian port performed

by PSC inspection officers. This showed and negative

bias of the airborne measurements, a significant

difference could be made between the airborne non-

compliance and airborne non-compliance ratio’s (bias

of 0.02% based on the median FSC difference).

Figure 2 Comparison of FSC measurements from airborne

measurements with fuel samples analysis

An analysis of repetitiveness of the airborne

measurements shows a difference STDV 0.02% (for

FSC<0.2%). An overhaul uncertainty analysis has

been carried out showing a CI of more than 99% that

measurements with a FSC higher than 0.2% are non-

compliant, a CI of 95% has been found for ships with

a FSC higher than 0.2% and 68% for ships with a

measured FSC higher than 0.15%

Acknowledgments should be made to the EU CEF

funding that allowed the purchase of the sniffer sensor.

0

0.5

1

1.5

2

2.5

3

3.5

2015-07-15 2016-07-14 2017-07-14 2018-07-14

FSC Distribution airborne measurementsMonthly average FSC

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Airborne vs PSC inspection results

EAM-O-03

BelgiumMARPOL-VI compliance monitoring of ships in German waters – results from

five years of operation

A. Weigelt1

1German Federal Maritime and Hydrographic Agency, 20359, Hamburg, Germany

EAM-O-04

Remote Detection and Evaluation of Ship Emissions in Real-Time using Novel Particle

Mass Spectrometry Techniques.

Johannes Passig, Julian Schade, Robert Irsig, Hendryk Czech, Martin Sklorz, Thorsten Streibel, Ralf

Zimmermann

Abstract

Ship emissions have serious climate and health effects. Particular large amounts of organics, sulphur and metals

are emitted if bunker fuels are used. Current legislation aims on the fuels sulphur content, but compliance control

is difficult at open sea. Particles from bunker fuel combustion show a source-specific metal composition

that can be evaluated via single-particle mass spectrometry (SPMS). By exploiting resonance effects in particle

ionization, we substantially enhanced the sensitivity of SPMS to the markers of bunker fuel combustion particles

in air. We demonstrate the detection of residual metals in ship emissions, even many hours after switching the

engine from bunker fuel to diesel operation. Based on the ionization enhancement, we detect ship plumes from

>50 km distance and attribute them to individual ship passages using freely available data from air trajectories

and automatic identification system. Our technique simultaneously reveals the sulphur content of the ship

particles. Thus, distant violations against sulphur limits in emission control areas become detectable from land-

based stations. A limited number of these field-deployable instruments can be the backbone of a future

monitoring network covering large sea areas. Beyond the health-relevant metals, this technique can be extended

to additionally measure the carcinogenic polycyclic aromatic hydrocarbons emitted by the ships.

EAM-O-05

Development of a Mobile Environmental

Sensory Unit Prototype

V. E. Schneider1, C. Delea1, J. Oeffner1

1Sea Traffic and Nautical Solutions, Fraunhofer

CML, 21073, Hamburg, Germany

Keywords: Monitoring, IOT, low cost sensor,

environmental data

Introduction Shipping emits 2.5% of all GHG (IMO 2014)

with most of them occurring in coastal areas (Corbett,

Winebrake et al. 2007). The EU and IMO have strong

ambitions to reduce shipping GHG and set in place

regulations such as MAPROL Annex VI (IMO 2016)

and EU-MRV (IMO 2015) that require ships to

regulate their emissions. Measuring, monitoring and

abating ship emissions in ports is difficult as timely

fluctuations are high due to ship traffic. Combining

environmental data with ship positions from AIS data

allows not only analysing the pockets of higher

concentration, but also enables determining the

influence of single entities or gradients of emission

throughout the day in a pre-set area when subjected to

maritime traffic. To achieve this goal, a low budget,

low-power sensor platform permanently connected to

the shore and to the vessel’s bridge is developed using

rapid-prototyping and placed on a ship. The data is

transmitted to shore based via 5G and analysed to

evaluate usability for compliance targeting. First

results for particle matter (PM10 and PM2.5) and NO2

are shown.

Methods Figure 1 shows the environmental sensory unit

(ESU), developed using standard off-the-shelf

components such as Arduino, Raspberry Pi and non-

calibrated electrochemical low-cost sensors. The

design protects the components from rain and waves

while allowing directed airflow over the sensors (see

Figure 1). Sensor data is recorded every second and

sent to shore. A MEAN stack web-based visualisation

is used to display data acquired by an array of sensor

boxes, each placed on a different ship, thus proving,

among others, the scalability of the proposed layout.

Figure 1. ESU setup on ship with main components

Conclusions The proposed design successfully withstood

typical port environmental conditions (low

temperatures, high humidity, gusts) and collected data

for several hours in a first live test. Two units were

installed in December 2018 and full functionality was

given five months later.

First raw data acquisition was successful with the

designed ESU, while accuracy of measurements

leaves room for improvement. Calibrating the sensors

and including the effects of temperature and humidity

in the sensor readout is expected to increase the

precision dramatically. To correct for non-calibration,

the raw data was standardised by calculating the z-

score. Figure 2 shows a one hour subset of the data.

Here, from minute 30 to 45 the ship was positioned

behind a berthing passenger ferry. Emission values

quickly increased and z-scores as high as up to 12

standard deviation for PM 10 and PM2.5 are show that

the design allows to monitor fast changes in emission

of moving ships.

Figure 2. Standardised raw data of PM2.5, PM10 and

NO2 sensors, showing successful transmission of

collected data to server via 5G.

The results show that the ESU prototype is a

convenient solution for a mobile environmental

measurement system. The modular setup allows easy

extension of the system. Geomapping of sensor data

along with precise calibration and correlation with

AIS data will allow real-time monitoring ship

emission compliance and enables targeting of

regulation breaching ships.

Corbett, J. J., J. J. Winebrake, E. H. Green, P.

Kasibhatla, V. Eyring and A. Lauer (2007). "Mortality

from ship emissions: a global assessment." Env.

Science and Technology-Columbus 41(24): 8512.

IMO (2014). Third IMO Greenhouse Gas Study.

International Maritime Organization.

IMO (2015). "Regulation on the monitoring, reporting

and verification of carbon dioxide emissions from

maritime transport, and amending D 2009/16/EC."

IMO (2016). "Resolution MEPC.1/Circ.861 Model

Agreement between Governments on technological

cooperation for the implementation of the regulations

in chapter 4 of MARPOL Annex VI.

EAM-O-06

Low- and Zero-carbon Energy Solutions in Norwegian Coastal Maritime Transport: a

Technological Innovation Systems Analysis

H. Bach1, A. Bergek2, Ø. Bjørgum3, T. Hansen1,4, A. Kenzhegaliyeva4 and M. Steen4

1Department of Human Geography, Lund University, Lund, Sweden

2Department of Technology Management and Economics, Chalmers University of Technical, Gothenburg,

Sweden 3Department of Industrial Economics and Technology Management, Norwegian University of Science and

Technology, Trondheim, Norway 4Department of Technology Management, SINTEF Digital, Trondheim, Norway

Keywords: biodiesel, liquefied biogas, hydrogen, battery-electric propulsion

Introduction To address the climate emergency the shipping

sector faces increasing pressure to reduce greenhouse

gas (GHG) emissions. Norwegian coastal shipping

accounts for 10 % of domestic GHG emissions, and

development and implementation of low- and zero-

carbon technology (LoZeCT) is urgently needed. The

shift away from fossil fuels towards LoZeCT can be

approached as a sustainability transition (Steen, 2018),

i.e. changes not only in technology but also

regulations, infra-structure, institutions, practices, and

policies. Following the Technological Innovation

Systems (TIS) analysis framework we analyze drivers

and barriers for the implementation of four LoZeC

solutions: biodiesel, liquefied biogas (LBG), battery-

electric (BE), and hydrogen (H2) within the

Norwegian Maritime and Shipping Sector (MSS).

Methods This article is based on a mixed-methods

research design, including literature review,

bibliographic and patent analysis as well as interview

data, reflecting the diverse data requirements for

conducting a TIS functions analysis (Bergek et al.,

2008). TIS analysis allows identification of system

strengths and weaknesses through studying both the

structural components of an innovation system, as

well as its functional components:

1. Knowledge Development and Diffusion (KDD)

2. Influence on the Direction of Search (DoS)

3. Entrepreneurial experimentation (EE)

4. Market Formation (MF)

5. Legitimation (LEG)

6. Resource Mobilization (RM)

7. Development of Positive Externalities (PE)

The analyses provides the basis for policy

recommendations aimed at enabling the transition to

LoZeC technologies (Hellsmark et al., 2016).

Conclusions Clear international and national climate policy

steers the direction of search within the MSS towards

LoZeCT, and the abundance of cheap, renewable

electricity in Norway provides excellent prerequisites

for BE and H2 technology. The BE TIS has developed

rapidly since 2015, and has reached a high legitimacy

due to the success rate of pilot projects within the

car/passenger segment. However, BE propulsion is

limited to short routes. H2 appears to be the most

promising all-round LoZeCT for the future, but is

currently immature and lacks regulation. LBG, being

interchangeable with liquefied natural gas, has

recently been introduced to the Norwegian maritime

fuel market but requires support for increased

production to strengthen the TIS. The already mature

biodiesel TIS has stagnated in recent years, and

maritime use of biodiesel is likely to be phased out.

Table 1. Comparison of TIS functions for biodiesel,

LBG, hydrogen and battery-electric within the MSS.

(Interm. = intermediate)

Biodiesel LBG BE H2

KDD Weak Weak Interm. Interm.

DoS Weak Interm. Strong Interm.

EE Weak Weak Strong Interm.

MF Weak Weak Strong Weak

LEG Weak Weak Strong Interm.

RM Weak Weak Strong Interm.

PE Weak Weak Interm. Weak

Finally, already being a global frontrunner within

green shipping, Norway is in a strong position to

accelerate the development and uptake of LoZeCT

through sharper climate policies and increased public

financial support.

This research has been conducted within the research

project Greening the Fleet, with financial support from

the Research Council of Norway and the Norwegian

Coastal Administration.

Bergek, A., Jacobsson, S., Carlsson, B., Lindmark, S.

& Rickne, A. (2008). Research Policy, 37, 407-

429.

Hellsmark, H., Mossberg, J., Söderholm, P. &

Frishammar, J. (2016). Journal of Cleaner

Production, 131, 702-715.

Steen, M. (2018). in: Grønn omstilling - norske

veivalg. Oslo, Norway: Universitetsforlaget.

Atmospheric Processes

Volker Matthias (Helmholtz-Zentrum Geesthacht)

Michael Gauss (Met Norway)

Conveners:

KEYNOTE ATM

Shipping and atmosphere in Anthropocene

H. Liu1,2*, X.T. Wang1,2 and Y.N. Zhang1,2

1State Key Joint Laboratory of ESPC, School of the Environment, Tsinghua University, 100084, Beijing, China.

2State Environmental Protection Key Laboratory of Sources and Control of Air Pollution Complex, 100084,

Beijing, China.

Keywords: shipping, atmosphere, Anthropocene

Introduction Shipping as the main mode of global trade,

brings about adverse impact on climate, atmospheric

environment and human health. Although the impacts

from shipping industry have been investigated in past

three decades (IMO, 2015), allocating responsibilities

remains a difficult issue. Classical atmospheric

science focuses on the physical, chemical and

dynamic process of the atmospheric system. As we are

entering the Anthropocene, contemporary

atmospheric science requires integrated analysis

considering interaction in driven force – human

activity – atmospheric system.

Methods Based on the Multi-Region Input-Output

(MRIO) model (Timmer et al., 2005) and Grey model,

combined with multi-source material flow data, we

forecasted the short-term logistics value origin-

destination (OD) matrix of 13 global manufacturing

sectors. The price-mass conversion of primary

categories was developed and validated by customs

trade data. Global shipping emissions were estimated

with our Shipping Emission Inventory Model (SEIM)

(Liu et al., 2016) based on satellite observed vessel

activities and further traced shipping impacts back to

responsible bilateral trade. Figure 1 shows the

technology roadmap of this study.

Figure 1. Technology roadmap

Conclusions International trade results in 474 Mt shipping

CO2 emissions, accounting for 64% of global shipping

emission totals. Emissions from ships induced by

China’s export and import trade were 97.2 Mt and 32.4

Mt CO2 (as shown in Figure 2), with an export/import

emission ratio of 3 times, much more than the

export/import value ratio of 1.29 times. East Asia

(20%), South Asia (23%) and North Atlantic (16%)

accounted for the highest proportion of total

emissions. Different trade types and routes as well

lead to the divergency of main countries causing

emissions in different sea areas. The emission

reduction responsibilities for different

countries/regions vary greatly under different

principles, e.g., total carbon emissions, number of

vessels, fuel sales and trade-driven emissions. When

considering the driving force of trade, the problem of

“for whom to transport” can be explained more

reasonably.

Figure 2. Inter-country import/export-induced

shipping emissions

This work was supported by the National Natural

Science Foundation of China (41822505, 41571447,

and 41625020) and National Key R&D Program

(2016YFC0201504 and 2016YFC0201506).

IMO. (2014). Third IMO Greenhouse Gas Study 2014.

International Maritime Organization.

Timmer, M., et al. (2015). An Illustrated User Guide to the

World Input-Output Database: The Case of Global

Automotive Production. Review of International

Economics 23(3): 575- 605.

Liu, H. et al. (2016). Health and climate impacts of ocean-

going vessels in East Asia. Nature Climate Change 6,

1037-1041.

Atmospheric system

Environmentalimpact

Human activity

Shippingactivity

Driven force

Material flow

Shippingbig data

Controlscenario

Shippingemission

model

Emission characterization

Emission &meteorological data

Climatemodel

Airquality

model

Air pollution,Climate change

Multi-sourcedata

MRIOmodel

predict OD

Greymodel

forecast

Material flowprojection

Export- induced emissions

Imp

ort

-in

du

ce

d e

mis

sio

ns

CO2 emission(104 ton)

ATM-O-01

Current status and Future projection of Shipping emissions and their environmental

and health effects in YRD, China

Yan Zhang1, Junlan Feng1, Junri Zhao1, Weichun Ma1, Cong Liu2, Haidong Kan2, Allison P.

Patton3, Katherine Walker3

1 Shanghai Key Laboratory of Atmospheric Particle Pollution and Prevention (LAP3), Department of

Environmental Science and Engineering, Fudan University, Shanghai 200438, China

2 Public Health School, Fudan University, Shanghai 200032, China

3 Health Effects Institute, 75 Federal Street, Suite 1400, Boston, MA 02110-1817, USA

Keywords: shipping emissions, air quality, health effects, scenarios

Introduction The Yangtze River Delta (YRD) and the Shanghai

megacity are host to one of the busiest port clusters in

the world. The high ship traffic density contributes to

high emissions of shipping-related air pollutants in

this region. Although China established domestic

emissions control areas (DECAs) in Shanghai/YRD

and two other major port regions, and fuel sulfur

content will be limited to 0.5% within 12 nautical

miles (NM) of the coast by the end of 2018, questions

remain about the residual impacts of shipping and

related activities. The goal of this study was to

estimate the emissions, air quality, and population

exposure impacts of shipping in a baseline year (2015)

prior to the implementation of the DECAs. This study

had 2 objectives: 1) to evaluate the relative

contribution to emissions, to air quality and to

potential human exposure in the YRD and its major

cities of coastal shipping at increasing distance from

shore, up to 200 NM, 2) to estimate the relative

importance of emissions from ships entering the

inland waterways and other shipping-related

activities, namely cargo transport and port machinery

on air quality and exposure in Shanghai.

Methods & Results We developed air pollutant emissions inventories of

sulfur oxides, particulate matter, nitrogen oxides, and

volatile organic carbon emissions from coastal and

oceangoing ships, inland-water ships, and port

machinery and trucks. Then we combined the shipping

emissions with land-based emissions from all other

sources for scenarios with and without shipping under

baseline (year 2015) conditions and in 2030 assuming

either continuation of current policies or

implementation of aspirational policies. We then used

the Community Multiscale Air Quality (CMAQ)

model to predict the fine particulate matter (PM2.5)

concentrations for each scenario. The impact of

shipping on air quality was estimated as the difference

between air pollutant concentrations with and without

shipping emissions. The impact on health was

estimated using the Benefits Mapping and Analysis

Program—Community Edition (BenMAP-CE).

Relationships of long-term mortality, short-term

mortality, and total hospital admissions with air

pollution were selected from the international

exposure response functions (IERs) used in the Global

Burden of Disease study and from local cohorts. In the Yangtze River Delta, about half of the annual

emissions of PM2.5 and more than 60% of annual

emissions of SO2 were attributable to ships within 12

nautical miles of shore. The impact of shipping on

PM2.5 concentrations in the YRD was up to 4.62 μg/m3

under the summer monsoon conditions. The influence

of the shipping emissions on YRD region can reach to

the boundary of 100nm offshore. In Shanghai City,

inland-water ships contributed 40-80% of the shipping

impact on urban air quality and contributed more to

population-weighted concentrations than other

shipping-related sources. PM2.5 concentrations from

2015 to 2030 decreased by 62.1% in BAU scenario,

68.2% in stricter scenario, and 83.1% in ambitious

scenario. The 3500 excess deaths in the YRD were

attributed to shipping emissions in 2015, as well as

1067 short-term deaths and 353,000 hospital

admissions. About 200 of the excess deaths would

have been in Shanghai City related to shipping

emissions within the municipal region. For 2030 year,

the long-term health effects in YRD from ship

emissions would reduce to a total of 1819, 1380 and

831 deaths from all-causes for BAU scenario to the

ambitious scenario, respectively. Similarly, for the

short-term health effects, ship emissions would

decrease to a total of 425, 315, and 186 deaths from

all-causes for each scenario.

Conclusions This study explored the impact of shipping emissions

and control policies on air quality and health in

Shanghai and the broader Yangtze River Delta region.

Our results provide scientific evidence to inform

policy discussions for controlling future shipping

emissions; in particular, stricter standards could be

considered for the ships on inland rivers and other

waterways close to residential regions. The abatement

of shipping emissions in future will helpful to reduce

environmental and health effects.

Acknowledgement

This research work was partly supported by the

National Key Research and Development Program of

China (grant no. 2016YFA060130X) and the National

Natural Science Foundation of China (21677038).

ATM-O-02

Cause-specific mortality from shipping-related PM2.5 in the Iberian Peninsula

R.A.O. Nunes1, M.C.M. Alvim-Ferraz1, F.G. Martins1, F. Calderay-Cayetano2, V. Durán-Grados2, J. Moreno-

Gutiérrez2, J.-P. Jalkanen3, H. Hannuniemi3, S.I.V. Sousa1

1 LEPABE – Laboratory for Process Engineering, Environment, Biotechnology and Energy, Faculty of

Engineering, University of Porto, Rua Dr. Roberto Frias, 4200-465, Porto, Portugal 2 Departamento de Máquinas y Motores Térmicos, Escuela de Ingenierías Marina, Náutica y Radioelectrónica,

Campus de Excelencia Internacional del Mar (CEIMAR), Universidad de Cádiz, Spain 3 Finnish Meterological Institute, P.O. Box 503, 00101 Helsinki, Finland

Keywords: Fine particulate matter; shipping emissions, mortality; integrated exposure-response model

Introduction Air pollution is the leading cause of global

burden of disease (GBD) from the environment, and

particulate matter (PM) is the major contributor

(WHO and OECD, 2015). International shipping is a

significant source of air pollutants, mainly NOx, SO2

and PM, causing negative health impacts (Sofiev et al.,

2018). Thus, in the frame of EMISSHIP project this

study aimed to assess the cause-specific mortality

attributable to PM2.5 ship-related air pollution in the

Iberian Peninsula in 2015.

Methods To assess the cause-specific mortality

attributable to PM2.5 ship-related air pollution,

shipping emissions were obtained from an AIS based

emission inventory using STEAM model. Their

contributions for PM2.5 concentrations in the Iberian

Peninsula were modelled using the EMEP/MSC-W

chemistry transport model (with and without shipping

emissions). Integrated exposure-response functions

(IERs) developed by Burnett et al. (2014) were used

to determine relative risks (RR) for five end points in

adults (stroke, ischemic heart disease (IHD), chronic

obstructive pulmonary disease (COPD) and lung

cancer (LC)) for twelve age classes (particularly for

IHD and stroke) and in children under 5 years old

(acute lower respiratory infections (ALRI)). RR were

obtained from a lookup table for each health endpoint

containing mean RR sampling distribution for PM2.5

concentrations ranging 0-410 μg m-3 with 0.1 μg m-3

increment steps. After RR calculations, the

attributable fractions (AF) were calculated. Then,

excess burden of disease was calculated multiplying

the AF by baseline incidence (deaths and years of life

lost - YLL) obtained from the GBD results tool, and

the population at LAU2 level obtained from the

Eurostat 2011 Census database hub.

Results Table 1 shows premature mortality and YLL

attributable to PM2.5 ship-related air pollution in the

Iberian Peninsula. IHD was the major cause of death

and YLL, followed by stroke. This suggests that ship-

related PM2.5 air pollution in the Iberian Peninsula not

only injuries the respiratory system, but also

significantly affects the cerebrovascular system. The

elderlies (>60) accounted for the highest proportion of

total deaths and YLL, especially those older than 80,

while people under 40 contributed with a small

proportion. This was mainly caused by the differences

in baseline rate among different age groups.

Table 1. Premature mortality and YLL attributable to PM2.5

ship-related air pollution in the Iberian Peninsula in 2015.

Health

Endpoints

Age

group

(yr)

Deaths

(IHDa,Stroke)

YLL

(IHDa,Stroke)

IHDa,

Stroke

25-30 1.46, 0.52 89.54, 31.69

30-35 3.51, 1.02 195.47, 56.47 35-40 6.50, 1.82 328.91, 92.07

40-45 12.26, 3.00 560.25, 136.97

45-50 22.92, 5.09 936.74, 208.13

50-55 32.21, 7.34 1164.78, 265.34

55-60 39.65, 8.93 1249.14, 281.46

60-65 47.89, 12.12 1288.43, 326.94

65-70 54.31, 15.96 1216.86, 357.58

70-75 62.290, 21.98 1125.20, 397.02 75-80 89.44, 35.34 1251.75, 494.42

80+ 379.19, 159.56 2628.38 , 1122.69

Total 751.64, 272.72 13261.90, 3770.79

COPDb ≥ 25 214.73 2154.04

LCc ≥ 25 199.71 4057.44

ALRId ≤ 5 0.24 21.30 a - ischemic heart disease; b - chronic obstructive pulmonary disease; c – lung cancer; d -

acute lower respiratory infections

Results show that health burden associated with PM2.5

shipping-related air pollution is a significant problem

affecting the Iberian Peninsula population, suggesting

that more rigorous regulations must be taken.

This work was financially supported by: project

UID/EQU/00511/2019-LEPABE funded by national

funds through FCT/MCTES (PIDDAC), project

“LEPABE-2-ECO-INNOVATION” – NORTE‐01‐0145‐FEDER‐000005, funded by Norte Portugal

Regional Operational Programme (NORTE 2020), under

PORTUGAL 2020 Partnership Agreement, through the

European Regional Development Fund (ERDF) and

project EMISSHIP (POCI–01–0145–FEDER–032201)

funded by FEDER funds through COMPETE2020–

Programa Operacional Competitividade e

Internacionalização (POCI) and by national funds

(PIDDAC) through FCT/MCTES,

Burnett, R.T., Arden Pope, C., Ezzati, M., et al., (2014).

Environ. Health Perspect.

Sofiev, M., Winebrake, J.J., Johansson, L., et al., (2018).

Nat. Commun. 9.

WHO Regional Office for Europe, OECD, (2015).

Eur. Environ. Heal. Process.

Effects of ship emissions from different sea areas on European pollution levels

J.E.Jonson1, M. Gauss1, J-P Jalkanen2 , L. Johansson2, M. . Schulz1 and H. Fagerli1

1Norwegian Meteorological Institute, Oslo, Norway 2Finnish Meteorological Institute, Helsinki, Finland

Keywords: Global air pollution, PM2.5, ozone, depositions

Introduction Ship emissions constitute a large, and so far

poorly regulated, source of air pollution. Emissions are mainly clustered along major ship routes, both in open seas and close to shorelines and often densely populated areas. Major pollutants emitted include sulphur dioxide, NOx and particles. Sulphur dioxide and NOx are also major contributors to the formation of secondary fine particles (PM2.5). In addition NOx is a major precursor for ground-level ozone. PM2.5 emissions from international shipping will have largest effects when emitted close to the shore, as the residence time of PM2.5 in the atmosphere is short. Conversely, NOx will have a greater potential for forming ozone in open seas than close to shores, where the environment is often already rich in NOx from land based sources.

Methods This study is based on global model

calculations with the EMEP MSC-W model (Simpson et al. 2012, and for recent model updates: http://emep.int/mscw/mscw_publications.html). The model runs are done with meteorology and emission data representative for year 2015 after the tightening of the SECA regulations. The study includes model sensitivity studies, perturbing emissions from different sea areas: the North European SECA (Sulphur Emission Control Area) - “North + Baltic Sea”, the Mediterranean Sea and the Black Sea - “Medit + Black Sea”, the Atlantic Ocean close to Europe - “remaining Atl”, rest of the world shipping - “ROW” and finally all global ship emissions together - “All Ships”. The model resolution is 0.5 x 0.5 degrees. In the maritime atmosphere NOx from shipping will be diluted into large grid volumes resulting in an overestimation of the lifetime of NOx and subsequently of net ozone production. Sensitivity studies are made with rapid conversion of NOx into HNO3 in order to set a lower bound for the ozone production from shipping.

Conclusions Figure 1 shows the percentage anthropogenic

contributions to selected countries from shipping as a whole, and from the separate sea areas to SOMO35 (Sum of Ozone Means Over 35 ppb). In the Mediterranean countries nearby emissions have the

largest impact, whereas in NW Europe there are contributions from several sea areas. For several of these countries the largest contribution is from ROW shipping.

Figure 1. Percentage anthropogenic contributions to

SOMO35 from shipping in separate sea areas and from all ships to selected countries.

For other species as PM2.5 and for depositions of sulphur and oxidised nitrogen, contributions from shipping are mainly from emissions in nearby sea areas. Acknowledgement This work has been partially funded by the BSR Interreg project EnviSum and partially by EMEP under UNECE. EMEP model runs were supported by the Research Council of Norway through the NOTUR project EMEP (NN2890K) for CPU, and NorStore project European Monitoring and Evaluation Programme (NS9005K) for storage of data. References Simpson, D., Benedictow, A., Berge, H., Bergström,

R., Emberson, L., Fagerli, H.,Flechard, C., Hayman, G., Gauss, M., Jonson, J., Jenkin, M., Nyıri , A., Richter, C.,Semeena, V., Tsyro, S., Tuovinen, J.-P., Valdebenito, A. and Wind, P. (2012). The EMEP MSC-W chemical transport model technical description, Atmos. Chem. Phys.12: 7825–7865.

ATM-O-04

AIRSHIP project: impact of shipping emissions on air quality in a changing climate

A. Monteiro1, M. Russo1, C. Gama1, C. Borrego1

1CESAM, Department of Environment and Planning, University of Aveiro

Keywords: shipping, emissions, air quality, climate change

Introduction Due to high pollutant emissions, intensive

energy consumption and a complex economic system,

the transportation sector has been a focus of the

scientific community (Ballini et al., 2015, Liu H. et al.,

2018, Sofiev et al., 2018). International shipping has

been a fast growing sector of the global economy and

its share of total anthropogenic emissions is

significant, having effects on climate, air quality, and

human health. Projections indicate that shipping

emissions will surpass all land emission sources of

SOx and NOx, for the European domain in the coming

years, if not properly studied and sustainably regulated

(EEA, 2013). The work presented here and developed

in the scope of the AIRSHIP project

(http://airship.web.ua.pt), aims to assess the impact of

shipping emission projections on air quality, while

also considering a climate change scenario for 2050,

focusing on Europe and Portugal case. For that, a high-

resolution numerical modelling approach was applied,

using the WRF-CHIMERE modelling system, amply

tested and validated, first at European scale and then,

using nesting capabilities, over Portugal domain.

Methods Emission projections for 2050 from the

STEAM inventory were compiled and pre-processed

at high spatial (5x3 km2) and hourly resolutions. The

magnitude and contribution of these emissions to the

anthropogenic total was analysed. In terms of climate

change, the RCP8.5 scenario has been adopted, in

order to reflect the worst set of expectations with the

most onerous impacts. Simulations were done

considering future emissions and RCP8.5 climate

change scenarios, first only with RCP8.5 scenario and

then with both RCP8.5 and emissions projections.

This methodology allowed to quantify the

contribution of each forcing and its overall

contribution to air quality by comparing future

simulations to a base year 2015 simulation.

Conclusions The modelling results indicate that the

integration of the climatic conditions (as well as the

aforementioned emissions projections) suggest a

small increase (5%) of the future impacts, for specific

pollutants like PM, associated to the expected

reduction in precipitation. These outcomes are

particularly relevant to support the maritime transport

and port sectors, since it will provide them with insight

in developing the most adequate mitigation measures

to reduce environmental impacts.

Figure 1. Annual mean differences between 2015

(reference) and 2050 (future climate using RCP 8.5

and shipping emissions projection), for NOx, SOx,

PM2.5 and O3, over Iberian Peninsula area.

Thanks are due to FCT/MEC and the co-funding by

FEDER, within the PT2020 Partnership Agreement

and Compete 2020, for AIRSHIP project

(PTDC/AAG-MAA/2569/2014-POCI-01-0145-

FEDER-016752) and CESAM (UID/AMB/50017-

POCI-01-0145-FEDER-007638).

Ballini, F. & Bozzo, R. (2015). Air pollution from

ships in ports: The socio-economic benefit of cold-

ironing technology. Research in Transportation

Business & Management, 17, 92-98

European Environment Agency (EEA) (2013).

Technical report No 4/2013. The impact of

international shipping on European air quality and

climate forcing.

Liu, H., Jin, X.X., Wu, L., Wang, X., Fu, M., Lv, Z.,

Morawska, L., Huang, F. & He, K. (2018). The

impact of marine shipping and its DECA control

on air quality in the Pearl River Delta. Chin. Sci.

Tot. Environ., 625, 1476-1485.

Sofiev M., Winebrake J.J., Johansson L., Carr E.W.,

Prank M., Soares J., Vira J., Kouznetsov R.,

Jalkanen J-P. & Corbett J.J. (2018). Cleaner fuels

for ships provide public health benefits with

climate tradeoffs. Nature Communications, 9, 406

Microscale Ship Plume Dispersion Modeling for Harbor Areas

R. Badeke1, V. Matthias1, D. Grawe2 and H. Schlünzen3

1Institute of Coastal Research, Helmholtz-Zentrum Geesthacht, 21502 Geesthacht, Germany

2CEN, Met. Inst., University of Hamburg, 20146 Hamburg, Germany

³Met. Inst., CEN, University of Hamburg, 20146 Hamburg, Germany

Keywords: Microscale Modeling, Plume Dispersion, Plume Modeling, Ship Emissions

Introduction Ship emissions are among the harmful

anthropogenic influences on air quality, especially in

big harbors with high rates of arrival, departure,

maneuvering and berthing. Many ports are located

close to densely populated areas. It is therefore of

strong interest to model ship plume dispersion with

high accuracy to estimate its impact on air pollution.

While there exist several methods to model

point sources like ship stacks (e.g. Schatzmann, 1979,

Briggs, 1982, Karl et al., 2019), these models do only

resolve ambient turbulence and/or turbulence from the

injected jet. Large container vessels and cruise ships

are expected to have a strong effect on the wind-field

itself which is not considered by the previously

mentioned methods.

By modeling ship emissions with the obstacle-

resolving microscale model MITRAS, the effect of the

ship size and geometry on the wind field and the

resulting plume dispersion will be investigated in this

study.

Methods MITRAS is a non-hydrostatic, three-

dimensional microscale grid model, solving

simultaneously the governing equations for flow and

temperature field, humidity and concentrations.

Effects of stable and unstable stratification as well as

obstacle-caused turbulence on the wind field are taken

into account. Further details can be found in

Schlünzen et al. (2003) and Salim et al. (2018). The

variable input data for this study consist of:

a ship-shaped obstacle layer,

homogeneous wind-fields with various wind

speeds and directions,

a temperature input profile with varying

stability conditions i.e. fanning, lofting or

fumigation and

a point-source emission of passive tracer gas

into the grid cell above the stack.

The grid is non-equidistant with the highest resolution

of 2 m ∙ 2 m ∙ 2 m close to the ship.

Results and Conclusions Figure 1 shows a MITRAS result for wind from

the west for a very stable fanning temperature profile

with upward rising potential temperature. The

concentration field corresponds to a normalized test

emission.

Figure 1. Concentration field without and with the

obstacle effect of a ship.

The top graph depicts the situation without an

obstacle and the second with a container ship-shaped

obstacle layer (160 m length, 24 m width and 36 m

stack height). The concentration profile shows a

turbulent downward transport of the plume behind the

ship that strongly increases pollutant concentrations

on the ground.

Future work will include the effects of volume

flow and convective thermal upward transport on the

concentration field. By that, the plume rise in the near-

field of the stack can be simulated more accurately.

Briggs, G.A. (1982). in Lectures of Air Pollution and

Environmental Impact Analyses. American

Meteorological Society, Boston, MA, 59-111.

Karl, M., Walker, S.-E., Solberg, S. & Ramacher,

M.O.P. (2019). Geoscientific Model Development

Discussions.

Salim, M.H., Schlünzen, K.H., Grawe, D., Boettcher,

M., Gierisch, A.M.U. & Fock, B.H. (2018).

Geoscientific Model Development, 11, 3427-2445.

Schatzmann, M. (1979). Atmospheric Environment,

13, 721-731.

Schlünzen, K.H., Hinneburg, D., Knoth, O.,

Lambrecht, M., Leitl, B., López, S., Lüpkes, C.,

Panskus, H., Renner, E., Schatzmann, M.,

Schoenemeyer, T., Trepte, S. & Wolke, R. (2003).

Journal of Atmospheric Chemistry, 44, 113-130.

Very low population exposure to black carbon from open-sea sailing vessels in SECA

Stina Ausmeel1, Erik Ahlberg1, Erik Thomson2, Åsa M. Hallquist3, Axel Eriksson1,4, Adam Kristensson1

1 Division of Nuclear Physics, Lund University, Box 118, 221 00 Lund, Sweden 2 Department of Chemistry and Molecular Biology, University of Gothenburg, 412 96 Gothenburg, Sweden

3 IVL Swedish Environmental Research Institute, 400 14 Gothenburg, Sweden 4 Ergonomics and Aerosol Technology, Lund University, Box 118, 221 00 Lund, Sweden

Keywords: BC, SECA, emission factor, ship emissions, source apportionment

Introduction

Through the introduction of the sulphur emission control area (SECA) in the Baltic Sea January 1, 2015, emissions of sulphur dioxide have gone down drastically. However, in addition to emissions of sulphur dioxide and sulphate particles, other health and climate affecting emissions may be influenced by the SECA controls. Here the aim is to quantify the reduction of soot particle (measured as black carbon, BC) emissions and concentration exposure due to the introduction of SECA.

Methods Two measurement campaigns were undertaken near the entrance to the Port of Gothenburg, Sweden both before (2014) and after (2015) the SECA introduction. BC emissions were measured with a Multi Angle Absorption Photometer (MAAP 5012). The distance between emitting ships and the measurement station was about 1 km. An additional study was undertaken from January to March 2016 after the SECA introduction, this time at Falsterbo peninsula in southern Sweden. In Falsterbo the aim was to measure the population exposure to BC particles utilising an Aethalometer (AE33). The concentration exposure was measured from open-sea sailing vessels, which were sailing about 10 km west of the field station. Emission factors were retrieved with CO2 measurements in Gothenburg (Ausmeel et al., 2016). The BC plume contribution at Falsterbo was so low and noisy, that it could not be distinguished with the naked eye. We had to develop a new method to estimate the contribution (Ausmeel et al., 2019a). A particle counter measuring the number concentration and the automatic ship identification system (AIS) identified plume periods when individual ships affected the Falsterbo site. By averaging the BC concentration during the plume period and subtracting this value with the average concentration just before and after the plume period finally yielded the BC contribution.

Conclusions The Gothenburg measurements showed that there has been a significant three-fold reduction of the median BC emissions due to the introduction of low sulphur containing fuels in the SECA area (Figure 1). The BC ship contribution at Falsterbo was only about 1.9 and 2.9 ng/m3 on median and average respectively for the winter season. This corresponded to a contribution of 1.4 % from ships as compared to

all other sources in Falsterbo (dominated by regional background sources). Hence, the contribution from open-sea sailing ships was very low. This could mean that health effects arising from BC emissions are limited from open sea sailing ships in the SECA area. We should remember, that this does not imply that ships in harbours are not contributing to health hazardous concentrations of BC, or that other emissions from ships are not health hazardous. For example, open sea sailing ships contribute to relatively high exposure of particle number and NOX (Ausmeel et al., 2019a; Ausmeel et al., 2019b). Several models (Karl et al., 2019) suggested an elemental carbon ship contribution at Falsterbo in the range 160 to 580 ng/m3 for the year 2011. This is much higher than the observed BC contributions at Falsterbo, even if we take into account that the model results were prior to the newest sulphur legislation as of January 1, 2015.

Figure 1. Emission factors of BC in Gothenburg during 2014 and 2015. Box plot shows 10th, 25th, median, 75th and 90th percentile values. Measurements during 2015 were tried both with and without PM1 inlet to test if there were significant emissions of BC containing particles above 1 µm diameter. Ausmeel, S., Kristensson, A., Psichoudaki, M, Faxon,

C., Kuuluvainen, H., Thomson, E., Eriksson, A., Mellquist, J., Pettersson, J., Hallquist, Å., Svenningsson, B. & Hallquist, M. (2016). NOSA Symposium, Aarhus, Denmark, April, 2016.

Ausmeel, S., Eriksson, A., Ahlberg, E., & Kristensson, A. (2019a). Atmos. Meas. Tech. Discuss., https://doi.org/10.5194/amt-2018-445.

Ausmeel, S., Eriksson, A., Ahlberg, E., Sporre, M. K., Spanne, M. & Kristensson, A (2019b9. To be submitted to Env. Sci. Technol.

Karl, M., Jonson, J. E., Uppstu, A., Aulinger, A., Prank, M., Jalkanen, J.-P., Johansson, L., Quante, M. & Matthias, V. (2019). Atmos. Chem. Phys. Disc., https://doi.org/10.5194/acp-2018-1317.

ATM-O-07

The impact of the SECA on SO2 and heavy metal concentrations -

evidence from air quality monitoring in Dutch ports.

Sef van den Elshout1, Saskia Willers1 and Bart Wester1

1DCMR Environmental Protection Agency Rotterdam area, the Netherlands.

Keywords: SECA, SO2, Vanadium, monitoring

Introduction The establishment of a Sulphur Emission

Control Area (SECA) in the North and Baltic Sea

areas has regulated the sulphur content in marine

fuels between 2007 and 2015 in four steps. The

impact on ambient SO2 concentrations of the 2015

step was reported in a number of studies. In addition,

there have been several modelling studies showing

the assumed impact of the policy measure on the SO2

and PM concentrations throughout the entire SECA

period (2007 – 2015). In this study, we analyse

ambient SO2 monitoring data for two Dutch ports,

between 2005 and 2015, proving that the SECA

measure was indeed effective (Elshout et al. 2017).

Reductions in ambient concentrations of V and Ni

were also observed. The V reductions can clearly be

linked to the various SECA steps.

In port industrial areas there are typically also

stationary sources of SOx and heavy metal

emissions. E.g. in Rotterdam there are four refineries

and a number of other plants. Over the years these

stationary sources substantially reduced their

emissions as well. We assess the relative importance

of the emission trends for marine and land based

sources and use modelling and wind sector specific

trend analysis to disentangle the impact of the SECA

from other measures.

Methods From 2005 to 2016 six SO2-monitoring sites

were operational in the port of Rotterdam area. Four

were used for this study. In addition a background

station north of the port was used. Heavy metals in

daily averaged TSP samples are analysed once every

six days. In this study we focus on the TSP sites at

the entrance of the port. In most wind directions both

shipping and land based sources exist. To ‘prove’ the

impact of the SECA by measurement narrow wind

sections were chosen where only shipping emissions

occur. Trends of hourly SO2-concentrations were

made. For the overall picture, the stationary sources

were modelled with a Gaussian plume model, using

their PRTR reported emissions.

Heavy metal emissions occur from land based

sources using heavy fuel oil as well, from ore

transhipment sites, and from sea going ships. Daily

average concentrations and wind directions were

used. Given the one in six days observations and the

narrow wind angles the datasets become very small,

which leads to higher uncertainties.

Results and conclusions Between 2005 and 2015 the SOx-emissions

from stationary sources dropped by ≈ 19.4 kton/y.

The emissions from marine shipping dropped by ≈

5.7 kton/y in the same period. Since the stationary

sources have higher stacks than the ships, the impact

of the SECA on the ambient SO2 concentrations was

slightly higher than the emission reduction by the

stationary sources: respectively 3.5 and 2.7 µg·m-3.

The V concentrations dropped from 34 to 2

n·m-3; for Ni the change was less spectacular, a drop

from 12 to 3 n·m-3. The SECA step in 2007 is hardly

visible in the heavy metal trends as in the period

from 2007 to 2009 strong emission reductions

occurred with the land based sources. However, the

2010 and 2015 steps can be clearly seen in the trends.

A second reason could be that the first SECA step

didn’t invoke a complete change of fuel and HFO

could still be used. The later steps will have

increased the use of distillate fuels with less ash and

heavy metals.

A historic analysis of ambient concentrations

is less straightforward than it might sound: -apart

from the subject of the study (shipping) many other

things change; -as concentrations decrease,

monitoring efforts are being reduced and/or

monitoring methods are less adequate for the new

(low) concentration ranges; etc. Despite various

methodological issues the impact of all four SECA

steps could clearly be isolated from other events in

the SO2 monitoring time series. Trends in ambient V

concentrations (and to some extend Ni) can also be

largely attributed to the reductions of the shipping

emissions.

Acknowledgement: the routine air quality monitoring

and data analysis is financed by the local and

regional authorities. The ministry of Infrastructure

and Environment and the Port of Rotterdam have

contributed financially to studies based on these data.

Elshout, S. van den, S. Willers and B. Wester. 2017.

www.researchgate.net/publication/325528302_th

e_impact_of_a_seca_on_measured_so2_concentr

ations_a_case_study_from_the_ports_of_amsterd

am_and_rotterdam

ATM-O-08

Monitoring shipping emissions in the German Bight using remote sensing and in situ

measurements

Wittrock, Folkard (1)*, Kai Krause (1), André Seyler (1), Andreas Richter (1), Stefan Schmolke (2), Andreas

Weigelt (2) and John P. Burrows (1)

(1) Institute of Environmental Physics, University of Bremen, Bremen, Germany

(2) Federal Maritime and Hydrographic Agency, Hamburg, Germany

Abstract

Shipping is generally the most energy efficient transportation mode, but, at the same time, it

accounts for four fifths of the worldwide total merchandise trade volume. As a result,

shipping accounts for a significant part of the emissions from the transportation sector. The

majority of shipping emissions occurs within 400 km of land, contributing substantially to air

pollution in coastal areas and harbor towns. The North Sea has one of the highest ship

densities in the world and the vast majority of ships heading for the port of Hamburg sail

through the German Bight and into the river Elbe.

Here we present ground-based MAX-DOAS, open path DOAS and in situ measurements of

shipping emissions from different measurement sites close to the German Bight.

Measurements of individual ship plumes as well as of background pollution are possible from

these locations Contributions of ships and land-based sources to air pollution levels in the

German Bight have been estimated, showing that despite the vicinity to the shipping lane, the

contribution of shipping sources to air pollution is about 40%.

Since January 2015, much lower fuel sulfur content limits of 0.1% (before: 1.0%) apply in the

North and Baltic Sea Emission Control Area (ECA). Comparing MAX-DOAS measurements

from 2015/2016 (new regulation) to 2013/2014 (old regulation), a large reduction in

SO2/NO2 ratios in shipping emissions and a significant reduction (by a factor of eight) in

ambient coastal SO2 levels has been observed. In situ observations of SO2 and CO2 have

been used for regular compliance monitoring.

This study is part of the project MeSMarT (Measurements of Shipping emissions in the

Marine Troposphere), a cooperation between the University of Bremen and the Federal

Maritime and Hydrographic Agency (Bundesamt für Seeschifffahrt und Hydrographie, BSH).

Marine Impacts

Ida-Maja Hassellöv (Chalmers University of Technology)

David Turner (University of Gothenburg)

Conveners:

Jukka-Pekka Jalkanen (Finnish Meteorological Institute)

KEYNOTE MARI

Is the status of Europe’s marine environment affected by the shipping and ports?

I. del Barrio1, I. Galparsoro2, S. Korpinen3, A. Weiß4 and H. Hoffmann5

1Water and Marine group, European Environment Agency, Kongens Nytorv 6, 1050, Copenhagen, Denmark

2Marine and Coastal Environmental Management, AZTI, Herrera Kaia - Portualdea z/g., 20110, Pasaia, Spain 3 Marine Management, Finnish Environment Institute (SYKE), Latokartanonkaari 11, 00790, Helsinki, Finland

4 Marine Protection Unit, German Environment Agency, Wörlitzer Platz 1, 06844, Dessau-Roßlau, Germany 5 Coastal and Marine Team, Ecologic Institute, Pfalzburger Str. 43/44, D-10717, Berlin, Germany

Keywords: shipping, ports, marine, environment, measures

Introduction For centuries, ports and shipping have been key

pillars of international trade and cooperation, and

since the 1950s, a strong enabler of globalisation and

economic development worldwide. However, both

sectors are significant sources of pressures on the

marine environment.

They are a source of water pollution (e.g. oils

and antifouling biocides), air pollution (currently

responsible for around 2.5% of the greenhouse gas

(GHG) emissions), as well as marine litter and

underwater noise (e.g. continuous low-frequency

sound emitted along shipping lanes or impulsive

sound produced by dredging and works in ports).

Shipping is also a pathway for the introduction and

spread of non-indigenous species (e.g. through fouling

or ballast waters discharge). Furthermore,

development and maintenance of maritime

infrastructures such as the enlargement of ports or the

dredging of shipping lanes and the disposal of dredged

material impact the seabed and coastal habitats.

The level of these pressures should be managed

by the EU Member States through dedicated

programmes of measures to be implemented under

different environmental Directives (namely the

Marine Strategy Framework Directive, the Habitats

Directive and the Water Framework Directive), taking

into account the international regulations and

competencies for maritime shipping. Those

programmes of measures are meant to guarantee the

achievement of a good status of the EU marine waters

and ecosystems, and need to take into account the

cumulative effects of the pressures resulting from all

the different human activities that take place in the sea.

The present work explores the impacts

assessed and measures that are being undertaken in

relation to the shipping and ports sectors in Europe’s

marine environment.

Methods As a baseline, both the assessments of the

status of the marine environment and the measures

adopted by EU Member States to achieve their

environmental targets, as reported by EU Member

States to the European Commission under the above-

mentioned Directives, have been analysed, with a

focus on the pressures produced by shipping and ports.

Figure 1. Number of measures related to shipping

and ports reported by EU Member States on the

MSFD descriptors for determining GES

This has been complemented by a spatial

analysis of traffic density maps against pressures such

as oils spills reported to Regional Sea Conventions, or

newly introduced non-indigenous species, as well as

the distribution of species vulnerable to maritime

traffic (e.g. marine mammals) and the habitats that

may be impacted by shipping activities.

In parallel, information has been gathered from

EU Member States through a survey on how they are

considering both sectors within their Maritime Spatial

Planning processes.

Conclusions Despite international regulations and the

measures implemented under the environmental

legislation by EU Member States, ports and shipping

still produce significant impacts on Europe’s marine

environment. How could this be reverted?

The present work is part of a broader analysis

dealing with transitions towards sustainable shipping

and ports in Europe. One of the aims of such a project

is to define sustainability, as well as to lay down a

strategy for the transition to the most sustainable

scenario for the sectors. For this, a critical element will

be the engagement of the main stakeholders, as well

as the identification of the challenges for the sectors.

The project is funded and coordinated by the

European Environment Agency, with the support of

the European Topic Centre of Inland, Coastal and

Marine waters.

MARI-O-01

Emissions of underwater noise, atmospheric pollutants and discharges from Baltic Sea

shipping in 2006-2018

J.-P. Jalkanen1 and L. Johansson1

1Atmospheric Composition Research/Finnish Meteorological Institute, P.O. Box 503, 00101, Helsinki, Finland

Keywords: ship emissions, discharges, underwater noise, Baltic Sea

Introduction Environmental impacts of shipping consist of

various pressures which concern the atmosphere,

hydrosphere and noise emitted to both air and sea. The

first step is understanding how large these

contributions are and how some of the key factors

affect different emissions. In this paper, the

atmospheric emissions, discharges from ships to the

sea and underwater noise emissions are reported for

the Baltic Sea area for the period 2000-2018. The

period contains several changes in environmental

regulation of shipping and provides valuable insight

on potentially arising environmental concerns.

Methods This modelling work is based on the Automatic

Identification System data sent by ships and collected

by the HELCOM member states. We have used Ship

Traffic Emission Assessment Model (STEAM) of the

FMI (Jalkanen et al. 2009, 2012, 2018; Johansson et

al. 2013; Johansson, Jalkanen, and Kukkonen 2017)

together with vessel descriptions from IHS Markit.

Table 1. Studied properties

V=Volume, M=Mass, E=Energy

Conclusions Significant improvement in air emissions and

energy efficiency of ships were observed during the

last decade. However, regardless of the average 20%

efficiency gain in greenhouse gas emissions, only

6.5% decrease was observed in total GHG emissions,

because of 12% increase in transport work.

Noise emissions decreased temporarily during

2012-2015 but are on the increase (Figure 1). This

change may be attributed to increased share of ships

traveling speeds above the cavitation inception speed.

Largest contributors to vessel noise are the dry cargo

ships, tankers and containerships.

Figure 1. Underwater noise energy (Joules) emitted

from ships during 2006-2018 in the Baltic Sea area.

Orange, Grey and Yellow bars represent 63, 125 and

2kHz frequency bands.

Noise efficiency of ships, especially the RoPax class,

has improved significantly, but large variations to

emitted noise are expected at high travel speeds.

Acknowledgements This work was supported by the European Regional

Development Fund project CSHIPP and the Finnish

Transport and Communications Agency project

ShipNoEm. We are grateful to HELCOM for access to

Baltic Sea AIS data.

Jalkanen, J.-P. et al.. (2012). ACP, 12, 2641–2659.

Jalkanen, J.-P. et al. (2009). ACP, 9, 9209–9223.

Jalkanen, J.-P. et al (2018). OS,14,1373–1383.

Johansson, L. et al. (2017). AE, 167, 403-415.

Johansson, L. et al. (2013). ACP, 13, 11375–89.

Property Quantity

Scrubber wash water (O, C) V

Bilge water V

Ballast water V

Black water release V

Black water Nitrogen M

Grey water release V

Food waste M

Food waste Nitrogen M

Stern tube oil V

Antifouling paint (CuO, CuPy,

ZnO, ZnPy, SCOIT, Zineb)

M

NOx, SOx, CO, CO2, CO,

NMVOC, PM (EC, OC, Ash,

SO4)

M

Noise; 63, 125, 2000 Hz E

MARI-O-02

Environmental risks from increased use of marine exhaust gas scrubbers

K. Magnusson1 and H. Winnes1

1IVL Swedish Environmental Research Institute, Sweden

Abstract

Ship owners’ have few options for compliance with the sulphur regulation from 2020,

and there is an expected increased use of SO2-scrubbers on board ships. This alternative

is favourable from a company economic perspective compared to the switch from heavy

fuel oil (HFO) to distillate oil products. In a study financed by the EU through

Connecting Europe Facility, the environmental aspects of the use of marine exhaust gas

scrubbers were studied. Closed loop scrubbers were to be installed on two ships, and

scientific studies of environmental consequences requested. Emission measurements,

sampling and testing, and environmental assessment studies were included. Comparisons

could be made between different compliance options and also with the use of heavy fuel

oil.

Measurements of emissions to air on one of the two ships allowed comparisons between

the use of low sulphur fuel oil (LSFO) and the use of HFO and a closed loop scrubber.

Emissions from untreated exhaust gas from HFO was also tested. The emission

measurements indicated that the scrubber efficiently removed SO2. Particle emissions

and components thereof were however not reduced to an extent comparable to the

emission levels at LSFO combustion.

In the same study scrubber discharges to water was tested for toxic effects on marine

species. The tests included samples from both open loop scrubber discharge and closed

loop scrubber discharge. The results were used in a simple model for assessing risks

related to scrubber water discharge according to a methodology from the EU Water

Framework Directive. Environmental risks at the passage of a few ships were indicated.

Comparative studies on emissions and knowledge of scrubber installation rates will

be needed to address the issue of future contribution of shipping to air pollution and

policy options. The quantification of risks from scrubbers can be a contribution to

policymakers on the specific technology.

Evidence of ship induced vertical mixing in ship lanes

A. T. Nylund1, I-M. Hassellöv1, L. Arneborg2, A. Tengberg1, and U. Mallast3

1Department of Mechanics and Maritime Sciences, Chalmers University of Technology, Hörselgången 4, 412 96,

Göteborg, Sweden. 2Swedish Meteorological and Hydrological Institute, Sven Källfelts gata 15, 426 71, Västra Frölunda, Sweden.

3Department Catchment Hydrology, Helmholtz Centre for Environmental Research, UFZ Theodor-Lieser-Str.4,

06120, Halle (Saale), Germany.

Keywords: Shipping, turbulent wake, stratification, environmental impact, FerryBox

Introduction This work studies which parameters affect the

intensity and longevity of the turbulent ship wake

and discusses the effect of ship induced vertical

mixing in the Baltic Sea. When a ship moves through

water, the hull and propeller create turbulence, which

forms a turbulent wake behind the ship (Voropayev

et al., 2012). The bubble cloud of the turbulent wake

has been detected at depths of 10–15 m. Moreover,

the temperature signature of the wake can extend for

tens of kilometres behind the ship, with a temperature

decrease of 1–2 °C compared to outside the ship

wake, indicating entrainment of cooler and nutrient

rich water from below the thermocline. In the Baltic

Sea, the seasonal thermocline is at 15–30 m depth

(Snoeijs-Leijonmalm & Andrén, 2017). The

longevity of the wake signal and the fact that ships

pass on average every 12 min in the major ship lanes

in the Baltic Sea (HELCOM, 2019), implies a

significant impact from shipping on the vertical

mixing. Therefore, this study aims to increase the

knowledge of how repeated ship passages affects the

vertical mixing in a stratified water column.

Methods A bottom-mounted Nortek Signature 500 kHz

Acoustic Current Profiler was placed at 30 m depth

under the ship lane outside Gothenburg (57.61178 N,

11.66102 E) for 4 weeks (28 Aug – 25 Sep 2018).

Current velocity was measured using four slanted

beams (25° angle), and one vertical beam (all

sampling at 1Hz in 1 m bins). The current velocities

were used to estimate the vertical and temporal

distribution of the turbulence intensity in the water

column. Data of ships passing the instrument during

the study period was retrieved from the HELCOM

Automatic Information System (AIS) database

(HELCOM, 2018). The ship induced turbulence was

related to the speed, size and type of the passing ship,

as well as the distance to the instrument, to define

how the parameters influence the intensity, longevity

and depth of the turbulent wake. Additionally,

satellite images of sea surface temperature from the

Landsat-8 satellite, was analysed for temperature

signals from ship wakes, to estimate the longevity of

the turbulent wake.

Conclusions The ship-induced turbulence is strong enough

to create mixing down to 25 m depth (depending on

the stratification) and the wake signal is visible for

10–15 min after passage (figure 1). Furthermore, in

satellite images the temperature signal of the

turbulent wake can be seen for 20–30 km behind the

ship, which correspond to an approximate longevity

of one hour (figure 2).

Figure 1. Echo sounder image of the bubble cloud

signal of a ships turbulent wake, over time.

Figure 2. Lansdat-8 image of sea surface temperature

(°C) in the major ship lane north of Bornholm. White

boxes indicate ships and dark lines are ship wakes.

HELCOM (2018). Baltic Sea Environment

Proceedings No.152.

HELCOM. (2019). HELCOM Map and Data Service

[online].vAvailable:vhttp://maps.helcom.fi/websit

e/mapservice/ [Accessed May 7 2019].

Snoeijs-Leijonmalm, P. & Andrén, E. (2017). Ch. 2

in Biological oceanography of the Baltic Sea.

Voropayev, S., Nath, C. & Fernando, H. (2012). in

Physics of Fluids, 24, 116603.

The impact of nitrogen and sulphur emissions from shipping on exceedances of critical

loads in the Baltic Sea region

S. Jutterström1, F. Moldan1, J. Moldanová1, M. Karl2, V. Matthias2 and M. Posch3 1IVL Swedish Environmental Institute, Box 53021, SE-400 14, Gothenburg, Sweden, 2Chemical Transport

Modelling, Helmholtz-Zentrum Geesthacht, 21502, Geesthacht, Germany, 3International Institute for Applied System Analysis (IIASA), Schlossplatz 1, A-2361 Laxenburg, Austria

Keywords: sulphur and nitrogen emissions, acid deposition, eutrophication, soils, forests, lakes, critical loads

Introduction The critical load (CL) is a threshold of the

amount of pollutants that an ecosystem can tolerate

before suffering unacceptable damage (Nilsson &

Grennfelt, 1988) either through soils and waters

acidification or because of eutrophication.

Exceedance of the critical load is the deposition

above the critical load, i.e. the measure of how much

the deposition must decrease to prevent ecosystem

damage. The concept has been adopted, refined and

used within the Convention on Long-Range

Transboundary Air Pollutants (CLRTAP).

By mapping the critical loads and -

combined with deposition maps – exceedances of

critical loads for individual years, maps can be

produced which show where and by how much the

deposition needs to be reduced.

Protocols to reduce air pollution have been

“effects-based” and aim to reduce the deposition of

S and N compounds such that the critical loads

(CL) to terrestrial and aquatic ecosystems are not

exceeded (CLRTAP 2004). In this presentation, we

compare two emission scenarios and estimate the

effect of shipping on the exceedances of critical

loads in the countries surrounding the Baltic Sea.

Methods Critical loads data are calculated periodically

by the individual countries. Typically, about 15

members of the Convention provide data. Gaps in

data for the countries not submitting their own

calculations are filled by the Coordination Centre for

Effects (CCE) (CCE ICP M&M, a part of the

Working Group on Effects (WGE) of the

Convention). CCE is also the part of the Convention

that facilitates the data compilation and analysis, and

following data management. The data are gathered

by issuing a ”Call for Data”. For the work presented

here, critical loads data collected in the latest Call for

data in early 2017 were compared to deposition data

calculated as a deliverable to the BONUS SHEBA

project (http://www.sheba-

project.eu/imperia/md/content/sheba/deliverables/s

heba-d2.3_final.pdf).The deposition was calculated

by the regional atmospheric chemistry transport

model CMAQ. The modelled total deposition is the

sum of dry deposition and wet deposition and

includes a number of acidifying species of sulphur

and nitrogen as well as nitrogen species contributing

to eutrophication. Deposition based on two emission

scenarios were provided for the year 2012; one

including shipping and one without the contribution

from shipping making it possible to evaluate the

impact from shipping. There were also 4 future

scenarios for year 2040. These scenarios consider the

implementation of NECA and SECA (Nitrogen resp.

Sulphur Emission Control Areas) as well increased

energy efficiency and increased shipping volume.

Results and Conclusions The calculated exceedances of critical loads

based on deposition scenarios with and without

shipping give a measure of how large the

contribution is to the exceedance of critical loads.

The magnitude of the difference between the

scenarios gives an estimate of the potential for

alleviating acidification and eutrophication at natural

and semi-natural ecosystems on the land part of the

Baltic Sea catchment area by reducing the airborne

emissions from shipping.

The implementation of SECA and NECA

together with increases in energy efficiency clearly

lowered the deposition of sulphur and nitrogen

species originating from shipping in the 2040

scenarios, even though the shipping intensity

increased from 2012. In 2040 there is very low

exceedance of critical loads for acidification over all,

and very little impact from shipping. The exceedance

of critical loads for eutrophication decreased

between 2012 and the 2040-scenarios and the impact

of NECA can be seen when comparing the future

scenarios.

The impact of shipping on the exceedance of critical

loads should be considered to provide a more

complete assessment of the environmental benefits

achievable by reducing the shipping emissions.

The BONUS SHEBA project has received funding

from BONUS (Art 185), funded jointly by the EU

and the Swedish Environmental Protection Agency.

Nilsson, J. & Grennfelt, P. (1988) Report from a

workshop held at Skokloster, Sweden, 19-24.

Poster Session

Markus Quante (Helmholtz-Zentrum Geesthacht)

Anna Rutgersson (University of Uppsala)

Conveners:

POS-01

Sulphur emission compliance monitoring of ships in German waters –

results from five years of operation

A. Weigelt1, S. Griesel1, J.H. Reissmann1, L. Kattner2 and S. Schmolke1

1German Federal Maritime and Hydrographic Agency, 20359, Hamburg, Germany

2Institute for Environmental Physics, University of Bremen, 28359, Bremen, Germany

Keywords: compliance monitoring, remote measurements, shipping emissions, MARPOL-VI

Introduction & method On January 1th 2015 inside the Sulphur

Emission Control Areas (SECA) like the whole North

Sea and Baltic Sea the maximum Sulphur content in

ship fuels (FSC) was tightened from 1.0 to 0.10% S

m/m (MARPOL-VI regulation). This results in higher

operational costs for ships. To support the prosecution

of violations, since September 2014 a ship emission

monitoring station is operated at the approach to the

harbour of Hamburg, representing the world longest

continuous MARPOL–VI compliance monitoring

time series. In August 2017 and May 2018 additional

monitoring stations were installed in Bremerhaven

and Kiel following the setup at the pilot station in

Wedel. Measurements are carried out with high

sensitive in-situ trace gas monitors (Sniffer),

meteorological stations and AIS receivers. More

detailed information on the setup and operation of the

German ship emission compliance monitoring

network is given on a separate poster at this

conference authored by S. Griesel.

Results Since measurements begin more than 18000, 5000 and

3000 ship plumes have been analysed in Wedel,

Bremerhaven and Kiel, respectively. During the first

year after the tightening of the FSC (2015), two

percent of the ship plumes measured in Wedel showed

an increased FSC of above 0.15% S m/m. Thereafter

the fraction of non-compliant measurements

decreased to below 0.2% in 2019 (Fig. 1). When

comparing remote measurement results to laboratory

fuel sample analysis results, an agreement of 75% + X

was achieved regarding the decision compliant/non-

compliant. The true ratio of agreement might be even

higher due to mutual unknown remote measurement

and inspection of compliant ships1. However,

comparing results from fuel sample analysis to remote

measurement might be biased, because the fuel sample

might not represent the ship emissions at the time the

ship passes the measurement site.

The measurements in Bremerhaven indicate a

comparable low non-compliance rate of only 0.25%.

In Kiel the measurement results slightly differ from

Wedel and Bremerhaven. With 2.04 % the non-

1 If the Sniffer measurement indicates a ship to be compliant, the

ship is not reported to local authorities. Nevertheless, the MARPOL

inspectors could select this ship for an onboard inspection. If the

compliance rate was measured to be little higher

compared to the two other sites. However, within the

first year of operation in Kiel the observed non-

compliance rate decreased from 5.5 % in the second

quarter of 2018 to 0.5% in the first quarter of 2019. A

possible explanation for the higher non-compliance

rate in Kiel might be the difference in the route

section. Ships measured in Wedel or Bremerhaven

enters or leaves a German port. On the contrary, in

Kiel many measured ships do not call a German port

at all but do pass the Kiel Canal. Hence, for a ship the

probability to be inspected when passing the Kiel

Canal is less. Methodical errors can be excluded,

because the measurement conditions are comparable

for all three sites and the instruments are calibrated

regularly the same way.

In May 2019 a new project entitled “Shipping

Contributions to Inland Pollution Push for the

Enforcement of Regulations” (SCIPPER) funded by

the EU will start. Within this project different

compliance monitoring methods will be compared and

further developed to monitor Sulphur- and in future

NOx and particle emission compliance.

inspectors also find the ship to be compliant, the Sniffer operators

are not informed. In this case the agreement would be not counted

Figure 1: Distribution of ship fuel sulphur content

derived from 18000 Sniffer measurements at the

German monitoring site Wedel at the entrance of

Hamburg Harbour.

POS-02

Emission reductions and costs for measures abating air pollution from shipping

K.M. Holmgren1

1Swedish National Road and Transport Research Institute, Lindholmen Science Park, 402 78 Gothenburg,

Sweden

Keywords: Shipping, air pollution, greenhouse gas emissions, abatement costs

Introduction This study is part of the Carrots and Sticks

project and has the specific objective to assess cost

estimates and emission reductions for abatement

options reducing air emissions in Sweden from

shipping. The results will be used in a cost-benefit

analysis (CBA) for measures with an impact on the

Swedish Environmental Quality Objectives (EQOs)

related to air pollution, i.e.; Clean Air, Natural

Acidification Only, Zero Eutrophication and Reduced

Climate Impact.

Methods A set of measures for reducing air emissions

from shipping were selected including; SCR

(Selective Catalytic Reduction), switching fuel to

LNG (liquified natural gas), LBG (liquified biogas),

methanol (fossil and renewable); full electrification of

propulsion; wind power (Flettner rotors), advanced

route planning, slender hull, optimized propeller,

hybridization (electrification) and cold ironing. The

main selection criteria were the measures potential to

give an important contribution to the achievement of

the EQO:s in a near term time perspective. Considered

pollutants were; CO2, CH4, N2O, NOx, SO2 and PM.

Abatement costs and the emission reductions of a

measure are often related to the ship type, size and

equipment. A set of type vessels were selected

including: RoPax, Tanker, Container and Bulk carrier.

The selection was based on the contribution from

these categories to total emissions in the Baltic Sea

(Johansson & Jalkanen, 2016). For each abatement

option, emissions reductions for all pollutants were

calculated. Emission factors were based on Brynolf

(2014). Costs for measures were based on data

available in literature but were adjusted to the type

vessels of this study. The abatement costs were

calculated from a shipowner’s perspective.

Infrastructural costs were therefore considered

separately. Specific abatement costs were calculated

for: NOx; CO2, greenhouse gases (GHGs); and GHGs

& air pollutants, using GWP100 values for

summarising the two latter categories.

Conclusions Switching to LNG is a measure that will enable

compliance with both strict sulphur and NOx

regulation. Results of this study show that switching

from MGO (marine gas oil), which currently is the

most commonly used fuel for shipping along the

Swedish coast, to LNG increases the GHG emissions.

The main reason for the increase is the methane slip in

ship engines. Future utilisation of LBG has the

potential to significantly reduce GHG emissions in a

TTP (tank-to-propeller) perspective, although

methane slip from ship engines and storage should be

limited to ensure the reductions also from LBG.

Figure 1 shows lower specific abatement cost for CO2

and CO2eq. (two cases) for switching to renewable fuels

as compared to full electrification.

Measures pointed out as GHG abatement

measures (e.g. by Buhaug et al. 2009) are often energy

efficiency measures that reduce fuel consumption.

These measures show negative costs for several vessel

types, i.e. are profitable for shipowners to introduce.

The results dependency on fuel prices and investment

costs is significant. Other uncertainties include

changes in operation and maintenance cost as well as

costs related to time lost for retrofit or lost cargo

capacity etc, which often are not included in the cost

estimates.

Figure 1. Specific abatement costs for fuel switches

and full electrification for the RoPax case.

This study was financed by Vinnova and the Swedish

Transport Administration.

Brynolf, S. (2014). Environmental Assessment of

Present and Future Marie Fuels. Chalmers

University of Technology, Gothenburg, Sweden.

Johansson, L., & Jalkanen, J.-P. (2016). Emissions

from Baltic Sea Shipping in 2015 Baltic Sea

Environment Fact Sheet 2016. HELCOM.

Buhaug, Ø., Corbette, J.J., Endresen, Ø., Eyring, V.,

Faber, J. et al. Second IMO GHG Study 2009,

IMO, London, UK.

POS-03

Emission factors for inland vessels derived from on-board measurements

A. Aulinger1, A. Bakhshandehrostami2

1Institute of Coastal Research/Helmholtz-Zentrum Geesthacht, 21502, Geesthacht, Germany

2Maritime Engineering, Engineering Marine, Offshore and Subsea Technology/Newcastle University, NE1 7RU,

Newcastle, UK

Keywords: inland waterways, NOx emissions, emission factors

Introduction While a large number of studies to investigate

air pollution by seagoing vessels have been conducted

in recent years, much less investigation has been

carried out to characterize the influence of inland

vessels on air quality. Therefore, only little is known

about the emission behaviour of different engines of

inland vessels. As abatement and incentive strategies

to make the inland fleet greener are being discussed

more and more in Europe, a number of projects

concerned with inland navigation have been and are

funded (PROMINENT, NOVIMAR, CLINSH,

EIBIP, CESNI).

Methods

Within the framework of the EU fundet project

CLean INland Shipping (CLINSH) a bottom up

emission model for inland vessels is being developped

- for NOx and at a later stage for PM emissions. This

model involves an activity model using highly

resolved AIS signals as input and a set of newly

developped emission factors as functions of the

vessels speed over ground being a proxy for power.

These emission factors are derived from realtime

measurements on board of more than 30 vessels.

During the measurement period most of the vessels

will be equipped with exhaust cleaning technology

like SCR which enables to determine emission factors

with and without abatement technology, and hence

provides important information to create future

emission scenarios. Currently, the activity based

emission model is run using generalized emission

factors for inland vessels that have been developped

by Ifeu and INFRAS for the TREMOD model.

Emissions are calculated for selected vessels that are

joining the CLINSH measurement program.

Timeseries of modeled data are compared with sensor

data.

Conclusions Using the TREMOD emission factors appears

to be leading to an overestimation of emissions. Most

of all, however, the generalized emission factors

cannot reflect the large variance of the NOx exhaust

along a ship's route. This, hovever, is necessary to

provide emissions resolved in time and space and to

compare them to other highly resoved emission data

like road traffic. First calculations with TREMOD

emission factors for the region arround Duisburg and

Duesseldorf, two of the major Rhine ports in

Germany, revealed that NOx emissions from inland

navigation are comparable to those from road traffic.

Emission factors derived from the CLINSH onboard

measurements are expected to improve the spatial and

temporal prediction of emissions from inland vessels.

Figure 1. Comparison of modeled and monitored

NOx exhaust.

Figure 2. NOx emissions from inland navigation in

August 2018.

ifeu, iNFRaS (2013). Aktualisierung der

Emissionsberechnung für die Binnenschiffahrt,

Endbericht

POS-04

A new ship emission model and its application in Europe and East Asia

D. A. Schwarzkopf1, A. Aulinger1, R. Petrik1, V. Matthias1

1Institute of Coastal Research, Helmholtz-Zentrum Geesthacht, Max-Planck-Straße 1, 21502 Geesthacht,

Germany

Keywords: Ship Emissions, Modelling, Hamburg, Shanghai

Introduction The exhaust fumes of ships are a well-known

source for pollutants that result in a degradation of

air quality, especially in cities with large harbors. For

studying and evaluating air quality, the compilation

of emission inventories is of central interest. This

study concerns with the development of a shipping

module, as part of a novel, comprehensive emission

model. Its application is intended for determining

shipping emissions in two important areas a) the

region of Hamburg and the North Sea and b) the port

of Shanghai and the Yangtze River Delta. The model

will contain three submodules dealing with the

emissions from sea going vessels, inland vessels and

ships at berth.

Methods The spatial and temporal resolution is

achieved via evaluation of data from the automatic

identification system (AIS) and alternatively for the

harbor module by arrival- and departure tables.

Additionally, the model relies on a ship

characteristics database (by IHS Fairplay).

The concept for the harbor module is based

on the approach of Aulinger et al. (2016a). The

emission factors currently in use are engine load-

dependant functions derived in a study by

Germanischer Lloyd (Zeretzke 2013) for the

pollutants SO2, NOx and constant emission factors

for the particulates black carbon, primary organic

aerosols and mineral ash (Aulinger et al. 2016b).

The model was created with the programming

language R 3.5.1, chosen for its excellent libraries

for dealing with spatial data.

Conclusions and Outlook The current functionality and state of the

model is shown in Figure 1, for example, on an AIS

data set, provided by the Danish government.

First results of calculated shipping emissions

for the district of Hamburg and Shanghai will be

presented, highly resolved in space and time. The

results will be compared and include uncertainty

estimates for the emission factors as well as

uncertainties in determining the vessel power.

The modular approach allows a flexible

adaption of the model to the user's needs and it is

intended to implement different sets of emission

factors, including one currently developed by the

cooperation partner at Fudan University, China.

The compiled emission inventories will be

used as starting point for further studies, utilizing a

chemical transport model and subsequent

comparisons of the two regions of interest.

Figure 1: Exemplary application of the emission

model in the territorial waters of Denmark. SO2

emissions for the 01.11.2018. Grid resolution:

Lat. 0.125°, Long. 0.125°.

Acknowledgements: The underlying research for this

abstract is part of the joint Sino-German ShipCHEM

research project. Thus, it has received funding from

the Deutsche Forschungsgemeinschaft (DFG,

German Research Foundation) and the National

Natural Science Foundation of China (NSFC).

Aulinger, A., Matthias V. & Bieser, J. (2016a),

Proceedings of the 15th Annual CMAS Conference,

Chapel Hill, NC.

Zeretzke, M., Master thesis, (2013), Technische

Universität Hamburg-Harburg.

Aulinger, A., Matthias, V., Zeretzke, M. et al.

(2016b), Atmospheric Chemistry and Physics

Discussions, 15 (8), 11277-11323.

Sulphur emission compliance monitoring of ships in German waters – The operational network

S. Griesel1, A. Weigelt1, J.H. Reissmann1, L. Kattner1,2, and S. Schmolke1

1German Federal Maritime and Hydrographic Agency, 20359, Hamburg, Germany

2Institute for Environmental Physics, University of Bremen, 28359 Bremen, Germany

Keywords: compliance monitoring, remote measurements, shipping emissions, MARPOL-VI

Introduction

To reduce Sulphur oxide (SOx) emissions from ships the IMO MARPOL Convention limits the content for Sulphur in ship fuel oil (Annex VI). Inside the North Sea and Baltic Sea, belonging to the Sulphur Emission control area (SECA), a maximum actual burned fuel Sulphur content (FSC) of 0.1% S m/m (mass by mass) is allowed. Alternatively ships must be operated with Scrubbers. The compliance monitoring falls to Governments and national authorities of the Member States that are Parties to MARPOL Convention. Because personal intensive on board inspections from local Port State Control and water police can only check a minor number of ships, the implementation of air quality measurement systems are required to monitor ship emissions. Therefore the German Federal Maritime and Hydrographic Agency (BSH) operates a network of currently three stations to measure individual chemical composition of plumes from passing ships in German waters. This poster shows details of the measurement sites, technical set-up, quality check and uncertainty calculation of this German network. More detailed information on measurement results are shown by A. Weigelt et.al. on a separate poster.

Method For continuous simultaneous measurements of pollution trace gases the German network stations were equipped with in-situ trace gas monitors for SO2, NO, NO2, NOx and O3 [airpointer/mlu-recordum and HORIBA], completed by CO2 gas analyzer LI-840A [LI-COR]. Meteorological parameters were measured by weather stations WS700-UMB [G. Lufft] to calculate plume tracks from measured wind conditions. The Automatic Identification System (AIS) [Watcheye] enables the navigation status and identification of individual ships for allocating measured plumes. All measurements were recorded with 10 sec resolution on a 24 hours /7 days per week basis. The data then were transferred to BSH for automated analysis on hourly basis. The actual burned FSC is calculated from the SO2/CO2 ratio as described by Kattner et al. (2015). Uncertainties were determined for each sulphur content separately from a

combination of the calibration and signal to noise ratio (SNR) uncertainties. Daily function controls were implemented by ZERO air supply for generating pollutant free air and internal SO2 and NO2 permeation sources for regular span point check every 25 hours. Calibration with external span gas cylinder were carried out every six month for SO2, CO2 and NO. Also the SO2/NO cross sensitivity is checked. Conspicuously measured ships are reported automatically via E-Mail to local authorities in near real time (delay < 2 hours). The authorities use this information as clear ground to take fuel samples on board the ships, which is necessary for prosecution.

Results

Since the beginning of the measurements in 2014 more than 26000 plumes of ships have been measured, as shown in Table 1.

Year Measured ships Wedel Bremerhaven Kiel

2014 8471 2015 3479 2016 4271 2017 4432 12162 2018 3643 2445 15573 20194 1730 1379 1107

Table 1: Number of analysed ship plumes at the three German stations 1 Data since Sept, 2 Data since Aug, 3 Data since April, 4 Data up to May

The BSH will expand its monitoring network up to six stations along the German coastal waterways including a mobile station and a vessel installation. These stations will be part of a European monitoring network with near real time data exchange via the European database Thetis-EU. Kattner, L. et al., (2015) Monitoring compliance with

sulfur content regulations of shipping fuel by in situ measurements of ship emissions, Atmos. Chem. Phys., 15, 10087-10092, doi:10.5194/acp-15-10087-2015.

POS-06

Emission factors of SO2, NOX and Particles measured from ships in the Baltic Sea

Sulphur Emission Control Area (SECA)

V. Conde1 and J. Mellqvist1

1Space, Earth and Environment, Chalmers University of technology,

Hörsalsvägen 11, 41296 , Göteborg, Sweden

Abstract

Emissions from approximately 500

individual ships were measured during

different campaigns within the frame of the

EU project: Environmental Impact of Low

Emission Shipping: Measurements and

Modelling Strategies (EnviSuM). The

measurements were carried out from a

Piper-Navajo aircraft (Baltic Sea –

Gotland), harbor vessels (Gdnya, Gdansk,

Saint Pettersburg) and a fixed

measurement site (Göteborg). The

measurements made nearby port areas

correspond to ships at berth or reduced

speed (±10 knts) while the measurements

in the surroundings of Gotland correspond

to vessels at their optimal load.

We have asserted that the overall Fuel

Sulphur Content (FSC) compliance of the

SECA waters is approximately 95%;

however, 3% of gross noncompliance has

been observed in certain areas. We also

explore possible strategies for monitoring

the compliance of NOx emissions factors

in agreement with the IMO-Tier

standards.

The measurements of particle emission

factors are in agreement with previous

studies showing that most of the particles

are below 60 nm, while the black carbon

content (BC) tend to be predominant in

<50nm particles.

Our measurements were compared to the

ship Traffic Assessment Model (STEM)

developed by the Finish Meteorological

Institute showing a better agreement with

NOx emissions of ships at optimal load.

Larger disagreements of this comparison

were observed in cases when the ships

where at reduced speed and at berth

.

POS-07

Detailed chemical investigation of bunker fuels

Uwe Käfer1,2, Johannes Passig1,2, Thomas Gröger2, Mohammad Reza Saraji-Bozorgzad3, Thomas Wilharm4 ,and

Ralf Zimmermann1,2

1Joint Mass Spectrometry Centre, University of Rostock, Dr. Lorenz Weg 2, 18059 Rostock, Germany 2Joint Mass Spectrometry Centre, Comprehensive Molecular Analytics, Helmholtz Zentrum München,

Ingolstädter Landstr. 1, 85764 Neuherberg 3Photonion GmbH, Hagenower Str. 73, 19061, Schwerin, Germany

4ASG Analytik-Service Gesellschaft mbH, Trentiner Ring 30, 86356, Neusäss, Germany

Keywords: Chemical Characterisation, IMO 2020, high-resolution mass spectrometry, thermal analysis,

comprehensive 2D-GC

Introduction

Bunker fuels are typically rich in sulphur and

nitrogen, which is converted to SOx and NOx during

the combustion. Hence, shipping is one of the major

contributors to anthropogenic SOx and NOx

emissions in the world. Since these compounds are

hazardous for environment and health, regulations for

ship fuels were introduced in recent years in order to

reduce pollution in coastal regions. From January

2020 on, the sulfur content in bunker fuels will be

limited to 0.5% (mass-by-mass) for use on the open

sea. Since this regulation will have a major impact on

the chemical composition of the new generation

fuels, and thus on the ship engine performance,

emissions and maintenance, their chemical

investigation is currently of particular interest.

Methods

Five bunker fuels with vastly different

chemical and physical bulk properties were

investigated with a GC×GC-multi-reflection TOF-

MS system (GC×GC-HRMS). For the data

processing, peak regions and spectral filters were

applied to classify components into compound

groups. In order to target also non-volatile parts of

the samples, a thermal balance was coupled to the

same MS-platform (TGA-HRMS). Samples were

heated under nitrogen-atmosphere at ambient

pressure and evolving gases were transferred to the

HR-TOF-MS. As a third separation technique, we

used a direct inlet probe (DIP-HRMS) for enabling

thermal analysis directly in the ion source under

vacuum conditions.

Conclusions

Volatile constituents within the bunker fuels

could be chromatographically separated and

automatically classified to chemical groups and

subdivided into carbon numbers based on their

retention time and mass spectra. Hereby,

significantly different chemical compositions were

revealed. However, it was not possible to completely

correlate this molecular information to the chemical

and physical bulk properties, due to discrimination of

the non-volatile parts of the samples. TGA- and DIP-

HRMS appeared to be valuable complementary

techniques to investigate the whole boiling range of

heavy fuel oils. Accurate masses of detected gases

could be used to chemically discriminate the five

samples and reveal molecular patterns, which are in

agreement to the GC×GC results. Moreover, also the

non-volatile components could be analysed, which

led to better agreement to elemental analysis

compared to GC×GC-HRMS.

Figure 1: Statistical analysis of derived HRMS data

for the fingerprinting of different bunker fuels

regarding their chemical composition.

Considering the impact of the chemical

composition on engine performance and emissions,

detailed description of new-generation compliant

fuels will become even more important with regard

to IMO 2020.

We showed that the application of three

complementary separation techniques before mass-

spectrometric detection is an efficient approach for

the comprehensive chemical description of these

highly complex materials.

POS-08

NO2 and SO2 mapping with the Small Whiskbroom Imager for atmospheric

compositioN monitorinG (SWING)

A.Merlaud1, F. Tack1 and M. Van Roozendael1

1Belgian Institute for Space Aeronomy, Brussels, 1180, Brussels, Belgium

Keywords: Remote sensing, NOx, SO2, UAVs

Introduction The Small Whiskbroom Imager for atmospheric

compositioN monitorinG (SWING) is a compact

payload primarily developed for trace gas mapping

from an Unmanned Aerial Vehicle (UAV) in the

context of satellite validation. SWING is based on a

compact UV-Visible spectrometer and a scanning

mirror to collect scattered sunlight under the aircraft

and in zenith.

We present NO2 and SO2 measurements performed

with SWING during three campaigns. During the

AROMAT campaign in September 2014, SWING was

operated from a UAV near a power plant in Romania

and clearly detected the NO2 exhaust plume (Merlaud

et al., 2018). During the AROMAT-2 campaign held

in August 2015, SWING was installed in a Cessna and

measured a larger area around the same power plant,

detecting both NO2 and SO2. During the same

campaign, it also measured the NO2 field above

Bucharest. Finally, during the AROMAPEX

campaign in Berlin in April 2016, SWING measured

the NO2 loading above Berlin and we could compare

its performances with other airborne imaging

instruments (Tack et al., 2019).

Methods Table 1 lists important characteristics of the SWING

instrument. The horizontal resolution depends on the

altitude of the platform above the ground. From the

Cessna flying at 3 km a.g.l. it is around 325 m.

Table 1. Main characteristics of SWING.

The spectra are analysed with the DOAS method,

which use the high frequency structures of the

absorption cross sections to quantify the column

density of some traces gases. With SWING, we could

measure the horizontal distribution of NO2 and SO2

around cities or power plants (see Fig. 1). We could

also estimate the relative humidity using vertical

soundings and the zenith channel.

Figure 1. Map of the SO2 plume from the Turceni

power plant (28 August 2015).

Conclusions These initial tests led to the development of a

new SWING instrument in the context of the

ESA/RAMOS project, aiming at improving the

infrastructure for atmospheric research in Romania.

We have scheduled the maiden flight of this new

SWING in late August 2019. The near-future SWING

activities deal with the validation of atmospheric

satellite products but we also plan to deploy SWING

to monitor the NOx and SO2 emissions from ships, in

particular in the Black Sea.

Acknowledgements. The AROMAT campaigns and

the SWING development were supported by ESA and

by the Belgian Science Policy.

Merlaud, A. et al. (2018). The small whiskbroom

imager for atmospheric composition

monitoring (SWING) and its operations from

an unmanned aerial vehicle (UAV) during the

AROMAT campaign. Atmos. Meas. Tech.,

11(1).

Tack, F. et al. (2019). Intercomparison of four

airborne imaging DOAS systems for

tropospheric NO2 mapping -- The

AROMAPEX campaign. Atmos. Meas. Tech. 12, 211–236, 2019

Wavelength range

Spectral resolution

IFOV

Weight

280-550 nm

0.7 nm

6°

1.2 kg

Size 33x12x8 cm3

1-σ NO2 1.2e15 molec./cm2

1-σ SO2 2e16 molec./cm2

Investigations of potential cloud forming particles from ship emissions and influences of present and future marine fuel regulations

Luís F. Escusa dos Santos1, Kent Salo2, Erik S. Thomson1

1Department of Chemistry and Molecular Biology, Atmospheric Science, University of Gothenburg, 412 96

Gothenburg, Sweden 2Department of Mechanics and Maritime Sciences, Chalmers University of Technology, 412 96 Gothenburg,

Sweden

Keywords: Ship emissions, atmospheric nucleation, cloud formation, Arctic air and climate

Introduction Anthropogenic emissions have the potential to impact cloud processes that are critical to the radiative balance of the Arctic and Nordic regions. Maritime ship emissions are one key area of investigation given that they are a localized source that will significantly expand in the pan-Arctic as global warming contributes to sea ice loss (Peters et al., 2011). While particulate emissions from shipping activity remain unregulated, various gaseous substances have been subject to control measures over the last decade (IMO, 1997; 2008). Upcoming regulations will continue to lower the fuel sulfur content of marine fuels in order to reduce sulfur dioxide emissions, with one potential result being an increased usage of exhaust gas after-treatment systems. Such systems are of particular interest with regards to their unintended consequences on emissions, including their potential to alter aerosol-cloud feedbacks. Studies have shown that actions to conform with these regulations have significant effects on particle concentrations and size distributions in ship exhaust gases (Anderson et al., 2015a; 2015b). but have not yielded a robust correlation between fuel sulfur content and particle emissions (Zetterdahl et al., 2016). Thus, identifying what ship exhaust particles facilitate ice particle and water droplet formation enhances our fundamental insight into their role for cloud evolution.

Methods

Experiments performed using a 4-stroke marine test-bed engine at the Chalmers University Marine Engine Laboratory, have been conducted to investigate the cloud forming properties of marine emissions. Systematic investigations of various fuel types and the usage of exhaust after-treatment systems like scrubbers have been undertaken. Measurements are conducted under conditions that simulate load-bearing shipping activity. Present and future sulfur emission limits are used to constrain the allowed emission outputs. A novel combination of instruments is used to obtain data on potential cloud forming particles from ship plumes. A continuous flow diffusion chamber (CFDC, PINCii) is used to determine the ice forming potential of the exhaust gas. Simultaneous measurements of liquid droplet activation are monitored with a cloud condensation nuclei counter

(CCNC). Filter sampling techniques provide additional information on ice formation for offline analysis. In addition, physical and chemical properties of gases and particles in the exhaust are measured using a variety of aerosol characterization instruments.

Conclusions Here we present results from the described studies and examine the implications for droplet and ice formation from ship exhaust gases with regards to their potential effect on cloud processes and properties. The results are planned for use in future modelling studies to assess the potential effect of increased shipping activity on Arctic cloud properties and more generally how shipping might affect the net regional radiative balance. This work is funded by the Swedish Research Councils FORMAS and VR. We thank the Lund University aerosol physics group for use of the CCNC. Peters, G. P. et al. (2011). Atmospheric Chemistry and

Physics, 16(4):2359-2379. International Maritime Organization (IMO) (1997).

International Convention for the Prevention of Pollution from Ships, 1973 as modified by the protocol of 1978 – Annex VI: Prevention of Air Pollution from Ships.

IMO (2008). Marine Environment Protection Committee: Amendments to the technical code on control of emission of nitrogen oxides from marine diesel engines., London, UK.

Anderson, M. et al. (2015a). Environmental Science & Technology, 49(20):12568–12575.

Anderson, M. (2015b). Atmospheric Environment, 101:65–71.

Zetterdahl, M. et al. (2016). Atmospheric Environment, 145:338 – 345.

POS-10

Shipping contributions to air quality in the Baltic Sea region: Evaluation and

comparison of results from three chemistry transport model systems

Matthias Karl1, Jan Eiof Jonson2, Andreas Uppstu3, Armin Aulinger1, Marje Prank3,4, Mikhail Sofiev3, Jukka-

Pekka Jalkanen3, Lasse Johansson3, Markus Quante1, Volker Matthias1

1Institute of Coastal Research/Helmholtz-Zentrum Geesthacht, 21502 Geesthacht, Germany

2Norwegian Meteorological Institute, Oslo, Norway 3Finnish Meteorological Institute, Helsinki, Finland

4Cornell University, Ithaka, NY, USA

Keywords: shipping emissions, atmospheric chemistry transport modelling, Baltic Sea

Introduction The Baltic Sea is highly frequented shipping

area with busy shipping lanes close to densely

populated regions. Exhaust emissions from ship traffic

into the atmosphere are not only enhancing air

pollution, they also affect the Baltic Sea environment

through acidification and eutrophication of marine

waters and surrounding terrestrial ecosystems.

Methods

As part of the European BONUS project

SHEBA (Sustainable Shipping and Environment of

the Baltic Sea Region), the transport, chemical

transformation and fate of atmospheric pollutants in

the Baltic Sea region was simulated with three

regional chemistry transport models (CTM) systems,

CMAQ, EMEP/MSC-W and SILAM with grid

resolutions between 4 km and 11 km. The main goal

was to quantify the effect that shipping emissions have

on the regional air quality in the Baltic Sea region

when the same shipping emissions dataset but

different CTMs in their typical setups are used. The

performance of these models and the shipping

contribution to the results of the individual models

was evaluated for sulphur dioxide (SO2), nitrogen

dioxide (NO2), ozone (O3) and particulate matter

(PM2.5). Model results from the three CTMs for total

air pollutant concentrations were compared to

observations from rural and urban background

stations.

Results

The spatial distribution of the annual mean

contribution of shipping to the mean concentrations

varies between the models (see Fig. 1 for NO2 and

PM2.5). SILAM shows lower contributions than

CMAQ and EMEP. EMEP shows highest spatial

gradients and lowest contributions in coastal areas.

The average contribution of ships to PM2.5

levels in the entire Baltic Sea region is in the range of

4.3–6.5% for the three CTMs. For NO2 it is between

22 and 28%. Differences in ship-related PM2.5

between the models are mainly attributed to

differences in the schemes for inorganic aerosol

formation. Differences in the ship-related elemental

carbon (EC) among the CTMs can be explained by

differences in the meteorological conditions,

atmospheric transport processes, and the applied wet

scavenging parameterizations.

CMAQ SILAM EMEP

Fig. 1: Comparison of the spatial distribution of the

mean contribution of shipping to atmospheric

concentrations (μg m-3) from CMAQ, SILAM and

EMEP for NO2 (top) and PM2.5 (bottom).

Conclusions Ship emissions contribute significantly to

coastal air pollution. Including ship emissions

improved the agreement between modelled and

measured NO2 daily mean concentrations at about

50% of the measurement stations. The ship-related

PM2.5 affects the coastal areas in the Baltic Sea region,

as its influence extends further inland than is the case

for ship-related NO2. Results obtained from the use of

three CTMs give a more robust estimate of the ship

contribution to atmospheric pollutant concentrations

than a single model. By using several models the

sensitivity of the ship contribution to uncertainties in

boundary conditions, meteorological data as well as

aerosol formation and deposition schemes is taken into

account. This is an important step towards a more

reliable evaluation of policy options regarding

emission regulations for ship traffic and the

introduction of a nitrogen emissions control area

(NECA) in the Baltic Sea and the North Sea in 2021.

POS-11

Contributions of shipping and traffic emissions to city scale NO2 and PM2.5 exposure in

Hamburg

M.O.P. Ramacher1, V. Matthias1, M. Karl1, A. Aulinger1, J. Bieser1, M. Quante1

1Institute of Coastal Research, Helmholtz-Zentrum Geesthacht, 21502, Geesthacht, Germany

Keywords: ship emissions, traffic emissions, chemistry transport modelling, population exposure

Introduction Traffic is one of the main emission sources for

nitrogen oxides and fine particles (PM2.5) in cities.

Harbour cities are large transport hubs where huge

amounts of cargo are moved from one transport mode

(international shipping) to several other ones, e.g. road

traffic, rail traffic and inland shipping. Therefore, air

quality in harbour cities considerably suffers from

transport emissions.

This study investigates the contributions of emissions

from road traffic and shipping on air quality in the

harbour city of Hamburg using a modelling system

comprising meteorological, emission and chemical

transport models. A comparison of these sources to

emissions from industry and residential heating is

made. Moreover, exposure of the population with

regard to the overall air quality and the emissions

sources under investigation was calculated.

Model approach The coupled meteorological and chemistry

transport model TAPM (Hurley, 2008) was used to

calculate hourly three-dimensional concentration

fields of multiple pollutants, including NO2 and

PM2.5. The outer meteorological domain of TAPM

was driven by synoptic scale meteorological fields to

drive the chemical transport domain, which is

additionally fed with hourly pollutant background

concentrations derived from the CMAQ model (Byun

and Schere, 2006). Detailed point (industry), line

(road and ship traffic) and area sources (residential

heating) emission inventories, were either gathered or

modelled. Particular attention was paid to emissions

from ships at berth. They were modelled based on port

statistics for ship types and berthing times combined

with emission factors gathered from the literature and

from on-board surveys. Several model runs for the

year 2012 were performed in order to identify the

impacts of every sector under investigation. By

multiplying the calculated concentrations with

gridded population density, exposure of the population

was calculated.

Results First, modelled atmospheric concentrations of

NO2 and PM2.5 were compared with observations.

They show good statistical performances for annual,

seasonal and daily averages, as well as the diurnal

cycle. PM2.5 contributes most to adverse health

effects, therefore spatial maps of the concentrations

and the population’s exposure were produced.

Concentrations are highest in the southwestern part of

the city, i.e. in the industrialized harbour area (not

shown). Exposure of the population to PM2.5 is

highest in the city centre, north of the harbour (Figure

1). Road traffic contributes about 30% to the PM2.5

exposure in large parts of the city while shipping

emissions are the main source at the northern bound of

the river Elbe (Figure 2). Residential areas are clearly

impacted by shipping emissions.

Figure 1. Exposure of the population in Hamburg to

PM2.5 in 2012.

Figure 2. Contribution of ships and traffic to

exposure of population in Hamburg to PM2.5 in 2012.

Byun, D. and Schere, K.L. 2006. Review of the

Governing Equations, Computational Algorithms, and

Other Components of the Models-3 Community

Multiscale Air Quality (CMAQ) Modeling System.

Applied Mechanics Reviews 59 (2): 51.

Hurley, Peter John. 2008. TAPM V4: Part 1:

Technical description. Aspendale, Vic.: CSIRO

To clean or not to clean: management options for biofouling on ship hulls

D.R. Oliveira1, L. Larsson1 and L. Granhag1

1Mechanics and Maritime Sciences, Chalmers University of Technology, SE-412 96, Gothenburg, Sweden

Keywords: hull biofouling, energy efficiency, chemical pollution, non-native invasive species

Introduction Marine growth on ship hulls, or hull biofouling, is one of the vectors for the introduction and spread of non-native invasive species by shipping, along with ballast water (Davidson et al. 2016). Additionally, a fouled hull results in increased energy consumption for propulsion (Schultz, 2007), and thus increased emissions to air. However, in the process of combating fouling, the release of antifoulants/biocides from hull coatings may lead to chemical pollution (Dafforn et al., 2011). The current work aimed at providing guidance on options for managing hull biofouling, focusing on the relation between use of hull coatings, on the one hand, and in-water hull cleaning, on the other hand.

Methods Two main parts were considered. In the first part, effects of minimized in-water cleaning forces on coating performance and wear/damage were tested on both a biocidal coating (AF) and a biocide-free foul-release coating (FR). For this assessment, coated panels were statically deployed near the Port of Gothenburg and a calibrated immersed waterjet used for testing adhesion strength of fouling. In a second part, two vessel cases: an ocean-going 220-m product tanker (14 knots) and short-sea 190-m RoRo vessels (22.5 knots) were investigated in order to gain insight into changes in hull performance, i.e. energy consumption and emissions to air, as well as on the effects of in-water cleaning practices on coating effectiveness against fouling.

Results and Conclusions Minimized forces were found to be appropriate to keep fouling to a minimum, i.e. a clean surface or light slime. Additionally, such forces did not produce significant wear/damage to the AF coating, with negligible effect on yearly emissions of antifoulants (Figure 1).

Figure 1. Paint wear and biocide release rate for

increasing cleaning frequency (F1-F2), nozzle travel speed (S1-S3), using minimized cleaning forces.

Further, from investigation of vessel cases of a product tanker and RoRo vessels, reactive hull cleaning practices were shown to lead to both AF coating depletion and significant variation in level of fouling (Figure 2), and thus increased risk of spread of non-native invasive species, whereas vessels operating only in temperate waters in short-sea routes had significantly less fouling (Figure 3) and might be eligible for non-toxic coatings, such as foul-release or mechanically-resistant coatings.

Figure 2. Time-evolution in propulsion power penalty [% increase] for an ocean-going tanker

(tropical and temperate waters). In-water cleaning events marked with dashed vertical lines.

Figure 3. Time-evolution in propulsion power

penalty [% increase] for a short-sea RoRo (temperate waters). Dry-dockings and in-water cleaning events

marked with solid and dashed vertical lines, respectively.

The authors would like to acknowledge the Programme Interreg Baltic Sea Region (European Regional Development Fund), which co-financed the project COMPLETE - Completing management options in the Baltic Sea region to reduce risk of invasive species introduction by shipping [#R069]. Dafforn et al. (2011). Marine Pollution Bulletin, 62, 453–465. Davidson et al. (2016). Biofouling, 32, 411–428. Schultz (2007). Biofouling, 23, 331–341.

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A scalable and preference-based sustainability indicator for cruise- and large passenger

ships at berth or anchor in ports and tourism destinations

B. H. Johansen1, V. Æsøy1, D.M. Aspen1,

1Department of Ocean Operations and Civil Engineering/Norwegian University of Science and Technology

(NTNU), 6025, Ålesund, Norway

Keywords: Cruise ship, sustainability, indicator, MCDM

Introduction The cruise industry transported over 28.5

million people to destinations around the world in

2018 (CLIA, 2019). Although the industry contributes

to generating jobs and income at cruise destinations

there is a cost through environmental and social

impacts (Brida & Zappata-Aguirre, 2010; Klein,

2011). Balancing the positive and negative impacts of

cruise tourism is a challenging task for port operators

and the information available to support decisions

when cruise ships call to port. An impact or criteria

could also be perceived different in importance or

severity between ports and optimizing for only one of

the criteria does not guarantee the most advantageous

solution. Designating port calls can thus be described

as a multi criteria decision making (MCDM) problem

as proposed by Pesce et al, (2018).

Methods This paper proposes an indicator for evaluating

and visualizing the impacts of a cruise ship port call

through a scalable and preference-based sustainability

indicator for cruise- and large passenger ships (figure

1). The purpose of the indicator is not to compare

performance with other ports, but to use as a planning

and decision support tool.

Figure 1. Cruise ship indicator model

In the first step the port operator chooses which data

that is available when port calls are planned. The

minimum required data is the number of passengers,

gross tonnage (GT), year built and duration of the stay.

The second step is to construct a value function for the

different criteria through preference elicitation. The

outcome of this step is to establish an ordinal scale per

criteria representing the givens ports perception of

severity or goodness for the given criteria. This step

would also include elicitation of trade-offs between

the criteria. The third and fourth step consist of

populating the model with ship data and the planned

itineraries or port calls for the different ships per day.

As described in step one, the extent of the input data

will vary based on the given port operator’s

availability of data input data. Lastly, in the fifth step

expressing the impacts in the scale of the value

functions given in step two.

Conclusions Ideally the preferred case is when as much

information is fed in to the model as possible, but port

operators’ ability to collect data from ship operators

vary much. The model proposed in this paper opens

for further information to be added, as it will inform

the model better and provide more precise impact

estimates. The author believes that this approach could

provide port operators a flexible and low

implementation threshold tool for decision support for

cruise ship port calls.

This research has been funded under the SUSTRANS

project at the Norwegian University of Science and

Technology, grant number 267887 from the

Norwegian Research Council.

Brida, J.G., Zappata-Aguirre, S., 2010. Cruise

tourism: economic, socio-cultural and environmental

impacts. International Journal of Leisure and

Tourism Marketing 1 (3), 205-226

Cruise Lines International Association, 2019,

“2019 State of the Industry – 2019 Cruise trends &

industry outlook”, https://cruising.org/news-and-

research/research/2018/december/2019-state-of-the-

industry

Klein, R.A., 2011. Responsible Cruise

Tourism: Issues of Cruise Tourism and Sustainability.

Journal of Hospitality and Tourism Management, 18,

107–116

Pesce, M., Terzi, S., Mahmoud, Al-Jawasreha

R. I. M., Bommarito., C., Calgaro, L.,

Fogarin, S., Russo, E., Marcomini, A., Linkov, I.,

2018. Selecting sustainable alternatives for cruise

ships in Venice using multicriteria decision analysis.

Science of the Total Environment 642 (2018) 668–678

POS-14

BONUS SHEBA – Selected Results and Lessons Learned from the

Transdisciplinary Approach.

M. Quante1, J. Moldanova2, E. Fridell2, V. Matthias1, I.-M. Hassellöv3, J.-P. Jalkanen4, J. Tröltzsch5

and the BONUS SHEBA team

1Helmholtz-Zentrum Geesthacht, Institute of Coastal Research, Geesthacht, Germany

2IVL, Svenska miljöinstitutet AB, Gothenburg, Sweden 3Chalmers University of Technology, Gothenburg, Sweden

4Finnish Meteorological Institute, Helsinki, Finland 5Ecologic Institute, Berlin, Germany

Keywords: environmental impacts of shipping, transdisciplinary research, stakeholder involvement

Introduction The BONUS SHEBA project - running from

2015 to 2018 - brought together experts from the fields

of atmospheric and marine sciences, shipping

technology, environmental economics and

social/political sciences in order to provide an

integrated and in-depth analysis of the ecological,

economic and social impacts of shipping in the Baltic

Sea.

This highly multidisciplinary project involving

also non-academic participants had to incorporate

certain demanding research and communication

procedures. We will also report on our experiences

and provide a few recommendations for follow-up

research projects.

On the poster also some selected results

generated by BONUS SHEBA over the past years will

be presented.

Approach The cross-disciplinary exchange within the

project was invigorated during the creation of a

common framework to understand and assess the

linkages from the drivers of shipping in the Baltic Sea

to its effects on ecosystem services and human

wellbeing.

Stakeholders have been extensively involved

throughout the project during all steps of the

refinement of research questions and the scenario

building process. Dedicated stakeholder workshops

and specific elicitations have been set up for this

purpose. Based on the overall gathered knowledge an

integrated assessment of policy options to mitigate

pressures linked to shipping could be accomplished.

Some recommendations Based on our experience- some good and some

less well - concerning internal communication and

exchange with stakeholders gathered during the

BONUS SHEBA project we might provide some more

general recommendations for similar follow-up

research projects. Some items listed below may sound

trivial. Nevertheless, it is good to be aware of them.

• Assign enough time (or better a steady

platform) for cross-disciplinary exchange, especially

in the beginning of the project, when the working

packages are refined and exchange points are to be

specified.

• Especially scenario building often needs

contributions from several disciplines and may be a

time consuming effort. On the other hand disciplines

may need scenarios early on in the project to proceed.

Start in time.

• Define at an early stage in the project central

notions and develop a common framework for the

integrative aspects. Ensure a common under-standing

of the central outcome/products of the project.

• Scenario building often is based on

contributions from several disciplines and may be a

longer lasting effort. On the other hand disciplines

may need scenarios early in the project to proceed.

Keep an eye on this aspect and start the process in

time.

• Stakeholder involvement is often essential and

a common aspect of research projects. Typically, most

suited and desired stakeholders have a limited time

budget. Try to convince them to participate by

pointing to a limited workload and possible incentives

like e.g. first-hand scientific information.

• Sometimes it may be advantageous to work

with less illustrious stakeholders, since they might

have time resources, they can invest into the project

including availability for meetings.

• Do not deluge stakeholders with too much

reading material. Provide concise and clearly worded

information on their task.

• Try to engage for the project persons with good

communication skills to function as moderator for

exchange processes between the involved disciplines.

• Consider a training for selected consortium

members to improve their elicitation and interactive

communication skills.

This work resulted from the BONUS SHEBA project

and was supported by BONUS (Art 185).

POS-15

A strategy to fix key points in the discourse about Venice and cruise ships

J. Da Mosto1 and Eleonora Sovrani1

1We are here Venice, S. Polo 1866, 30125, Venice, Italy

Keywords: Venice, cruise ships, communications

Introduction Cruise ships have become visibly off scale

compared to Venice. Venice’s vocation as a “port

city” is challenged by the physical and ecological

limitations of the fragile lagoon and urban

environment now that cruise ships have become

enormous. This was made evident when berthing

began in Riva Sette Martiri, near the entrance to the

Giardini of the Biennale.

Moreover two recent extremely dangerous

situations dramatically highlighted the urgency of

stopping over-sized cruise ships from entering the

Venice lagoon: in June 2019 the MSC Opera hit a

much smaller riverboat, injuring five passengers (and

nearly killing all 111 people on board), before

ploughing into the quayside; a few weeks later the

65,000 Gt Costa Deliziosa nearly hit the Giardini

quayside due to strong winds, having ignored storm

warnings.

The decision to address Venice’s notorious

cruise ship problem was taken by the Italian

government in 2012 yet nothing significant has

changed in all this time. In response to this ongoing

farce, WahV saw the necessity for clear and objective

information on critical issues in order to anchor the

debate around issues relevant to a long term solution.

Methods The series of statements, released periodically

since Sept. 2017, are sourced from scientific journals,

official reports and reputable media stories (articles,

documentaries). The intention is more than generic

“awareness-raising”, the strong bold letters and

distribution throughout Venice also try to make it

impossible for policy makers to act as if they do not

know what they should know.

A further dimension of this campaign is the

way it highlights WahV’s approach to the critical

issues affecting Venice’s future, based on a variety of

sources of reliable, objective information, that gets

transmitted at street level to everyone: tourists,

residents, workers, students, workers, and decision

makers.

The posters are distributed via the regular bill-

posting scheme run by the Venice municipality,

alongside exhibition publicity, other advertisements

and institutional communications. Selected messages

have also been reproduced as stickers and distributed

via other messaging channels e.g. in the press packs of

over 20 national pavilions during the 2018 Venice

Architecture Biennale.

Figure 1. Some posters in situ

Conclusions There is significant anecdotal evidence about

the efficacy of this campaign among Venetians and

concerned visitors to Venice who are definitely

interested in learning more about the different issues

associated with cruise ship impacts both locally,

regionally and globally, as well as related themes like

overtourism and climate change. A different approach

is needed, however, for the cruise passengers who pass

through Venice and other segments of the mass

tourism phenomenon.

.

Authors would like to acknowledge initial support

from Vivienne Westwood.

Shipping & the Environment II conference partners / sponsors: